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Final Report
Regional Transportation Systems
Management and Operations Plan
for Southwest Washington
June 2011
§̈¦205
§̈¦5
§̈¦205
C.C. Fairgrounds/Amphitheatre
Downtown Vancouver
SR-5
03
SR-502
78th/76th
Hwy
99
Mill Plain Blvd
162n
d A
ve
Fourth Plain Blvd
Padden Pkwy
Burton/28th
18th Ave
And
rese
n/ 7
2nd
192n
d A
ve
136/
137/
138t
h A
ve.
139th/134th
164t
h A
ve
Mai
n St
99th Street
112/
Chk
alov
/Ghe
r
Fourth Pl.
Haz
el D
ell
St. J
ohns
/Ft.
Vanc
Clark County
Vancouver
Camas
Battle Ground
®RTC TSMO Plan: TSMO Corridors and
Critical Operations Locations Figure 2
031.5 Miles
in association with:
Legend
Critical OperationsSub-Corridors
TSMO Network
Event Management Areas
with
IBI Group is a multi-disciplinary consulting organization
offering services in four areas of practice:
Urban Land, Facilities, Transportation and Systems.
We provide services from offi ces located strategically across the
United States, Canada, Europe, the Middle East and Asia.
AcknowledgementsThe Regional Transportation Systems Management and Operations (TSMO) Plan was guided by a Steering
Committee, comprised of RTC staff and the operations and planning staff from transportation agencies in southwest
Washington, including Clark County; the City of Vancouver; the Port of Vancouver; C-TRAN; WSDOT; and METRO
(Oregon) among others. Many individuals with diverse perspectives contributed to the development of this Plan;
their time and efforts are greatly appreciated by RTC and the consulting team.
TSMO Plan Steering Committee Members
• Dean Lookingbill, RTC, Transportation Director
• Bob Hart, RTC, Transportation Section Supervisor
• Dale Robins, RTC, Senior Transportation Planner
• Katy Brooks, Port of Vancouver, Community Planning & Outreach Manager
• James Colyar, FHWA, Transportation Mobility Specialist for ITS
• David Daly, C-TRAN, IT Coordinator
• Debbie Elven-Snyder, C-TRAN, Senior Planner
• Bob McMahan, C-TRAN, Senior Technology Manager
• Ali Eghtedari, City of Vancouver, Project Manager
• Matt Ransom, City of Vancouver, Transportation Services Planning Manager
• Richard Gamble, Clark County, Traffi c Engineer
• Rob Klug, Clark County, Traffi c Signal Engineer
• Mike Mabrey, Clark County, Community Planning Dept.
• Stan Markuson, WSDOT, Traffi c Operations Engineer
• Ray Shank, WSDOT, Traffi c Engineer
• Sharon Zimmerman, WSDOT, Engineering Services Manager
• Ken Kakuk, City of Camas, Engineer
• Deena Platman, METRO, Principal Transportation Planner
Consulting Team
• Adrian Pearmine, IBI Group, Project Manager
• Randy Knapick, IBI Group, TSMO Plan Lead
• Mark Rohden, IBI Group, Transportation Planner
• Jim Peters, DKS Associates, Project Manager
• Renee Hurtado, DKS Associates, P.E.
• Kristin Tufte, Portland State University
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
iACKNOWLEDGEMENTS
JUNE 2011
iiiTABLE OF CONTENTS
Table of Contents
CHAPTER 1. INTRODUCTION .................................................................................................................................1
Overview .............................................................................................................................................................1
Why is TSMO Important to Clark County and Southwest Washington? ........................................................2
A TSMO Vision for Clark County ...................................................................................................................3
Integrating Regional Planning and Transportation Operations .....................................................................3
TSMO and RTC Metropolitan Transportation Plan Goals .............................................................................5
Intelligent Transportation Systems: The Enabling Tools of TSMO ................................................................5
Geographic Coverage of the TSMO Plan .....................................................................................................5
Participating Agencies ..................................................................................................................................5
Plan Development Methodology. .................................................................................................................8
CHAPTER 2. TSMO IN CLARK COUNTY: CURRENT CONDITION AND FUTURE NEEDS .................................9
Introduction .........................................................................................................................................................9
Operations in Clark County – Key Achievements in the Past Ten Years .......................................................9
Existing Regional ITS Infrastructure ............................................................................................................ 11
Summary – Factors for Success of the Regional TSMO Vision ..................................................................16
CHAPTER 3. REGIONAL TSMO STRATEGIES ..................................................................................................... 17
Introduction ....................................................................................................................................................... 17
Regional TSMO Strategies Toolkit .................................................................................................................... 18
Vision for TSMO Strategy Implementation ..................................................................................................28
CHAPTER 4. TSMO PERFORMANCE MEASURES ..............................................................................................29
Introduction .......................................................................................................................................................29
Role of Performance Measures in TSMO ...................................................................................................29
Regional TSMO Performance Measures ....................................................................................................30
Regional Data Sources ...............................................................................................................................34
Role of the PORTAL Regional Data Archive ...............................................................................................37
JUNE 2011
ivTABLE OF CONTENTS
Table of Contents
CHAPTER 5. REGIONAL CONCEPT OF OPERATIONS .......................................................................................39
Introduction .......................................................................................................................................................39
Purpose of the Regional Concept of Transportation of Operations ............................................................40
Relationship of the Regional Concept of Transportation Operations ..........................................................40
Organization of the Regional Concept of Transportation Operations ......................................................... 41
Agency Roles and Responsibilities in Support of TSMO Implementation ..................................................42
Regional Management and Operations .....................................................................................................44
Roadway Management and Operations .....................................................................................................49
Transit Management and Operations .........................................................................................................52
Freight Management & Operations ............................................................................................................55
Traveler Information ....................................................................................................................................58
CHAPTER 6. TSMO IN THE REGIONAL PLANNING PROCESS ..........................................................................63
Introduction .......................................................................................................................................................63
TSMO and Regional Transportation Goals .................................................................................................64
Planning for Operations in Southwest Washington .....................................................................................64
Integrating TSMO into Regional Planning ...................................................................................................66
Opportunities for Integrating Planning and Operations in Southwest Washington .....................................66
Long Range Transportation Planning .........................................................................................................70
Project Development Process and Funding ...............................................................................................70
Congestion Management Process (CMP) ..................................................................................................71
Data Collection and Performance Measurement .......................................................................................72
Operations Planning and Coordination ......................................................................................................72
Building TSMO Awareness Through Outreach ...........................................................................................73
CHAPTER 7. CORRIDOR OPERATION IMPROVEMENT PLAN ...........................................................................75
Introduction .......................................................................................................................................................75
The Regional TSMO Network in Clark County ...........................................................................................75
Regional TSMO Corridor Screening Process .............................................................................................77
Regional TSMO Network Description .........................................................................................................80
TSMO Strategies Applied to the Corridors .................................................................................................82
JUNE 2011
vTABLE OF CONTENTS
Table of Contents
CHAPTER 8. REGIONAL TSMO IMPLEMENTATION PLAN ..................................................................................85
Introduction .......................................................................................................................................................85
A Flexible Guide for Achieving Regional ITS Implementation ....................................................................86
Aggregate Regional ITS Deployment Cost Estimate ..................................................................................86
Using the ITS Implementation Plan ............................................................................................................86
Using the ITS Implementation Plan: Practical Examples ............................................................................88
ITS Technologies Required to Support TSMO Strategies ...........................................................................90
ITS Implementation Needs by Corridor ......................................................................................................93
Regional ITS Deployment Guidelines for TSMO Corridors .........................................................................98
JUNE 2011
viLIST OF FIGURES
Figure 1: Elements of a TSMO Program: ...................................................................................................................1
Figure 2: TSMO as a Component of a Regional Transportation Investment Strategy: ..............................................2
Figure 3: The Regional Planning and TSMO Lifecycle: .............................................................................................4
Figure 4: Geographic Vicinity of the TSMO Plan .......................................................................................................7
Figure 5: TSMO Plan Project Work Flow: ...................................................................................................................8
Figure 6: Exisitng Communciations / ITS Infrastructure ........................................................................................... 12
Figure 7: PM Peak Vehicle Hours of Delay: .............................................................................................................13
Figure 8: TSMO Strategies Implementation State of Practice and Future Vision .....................................................27
Figure 9: RCTO Concept Diagram Legend to Figures 10-14 .................................................................................. 41
Figure 10: Regional Management and Operations RCTO .......................................................................................45
Figure 11: Roadway Management and Operations .................................................................................................50
Figure 12: Transit Management and Operations .....................................................................................................53
Figure 13: Freight Management and Operations RCTO ..........................................................................................56
Figure 14: Traveler Information RCTO ......................................................................................................................59
Figure 15: Integrating TSMO into Regional Planning Processes: ............................................................................69
Figure 16: TSMO Corridor Network .........................................................................................................................76
Figure 17: TSMO Corridors and Critical Operations Locations ..............................................................................81
Figure 18: Relationships Among Key Elements of the Regional TSMO Plan and ITS Implementation Plan ............87
Figure 19: Field Infrastructure Readiness ................................................................................................................97
List of Figures
JUNE 2011
viiLIST OF TABLES
Table 1: TSMO Life Cycle ..........................................................................................................................................4
Table 3: TSMO Contribution to Regional Transportation Goals .................................................................................6
Table 4: Key Operations and ITS Achievements in Clark County since 2000 .........................................................10
Table 5: Existing Management Centers in the Region ............................................................................................. 11
Table 6: TSMO Strategies, Descriptions and Applicability ......................................................................................19
Table 7: Mutually-Supportive Strategies that Strengthen TSMO ..............................................................................25
Table 8: TSMO Strategies that require Political and Policy Changes to Implement ................................................26
Table 9: Candidate Performance Measures ............................................................................................................31
Table 10: Linking the Candidate Performance Measures to TSMO Strategies ........................................................32
Table 11: Regional Data Sources for Performance Measures .................................................................................34
Table 12: Potential Performance Measures Available with ATMS.now Traffi c Signal System ..................................35
Table 13: Agency Roles and Responsibilities in Support of Regional TSMO Strategies .........................................43
Table 14: How TSMO Contributes to Meeting MTP Goals .......................................................................................65
Table 15: Opportunities to Integrate TSMO into Regional Planning.........................................................................67
Table 16: Criteria for TSMO Corridor Evaluation and Network Development ..........................................................77
Table 17: TSMO Strategies as Applied to Network Corridors ..................................................................................83
Table 18: Using the ITS Implementation Plan in Practical Situations .......................................................................88
Table 19: ITS Infrastructure Required to Support TSMO Strategies ........................................................................91
Table 20: ITS Infrastructure Readiness to Support TSMO Strategies ......................................................................94
Table 21: Estimated 10-Year TSMO Plan Costs Summary .......................................................................................95
Table 22: Other Regional TSMO Corridors ..............................................................................................................96
Table 23: Regional ITS Deployment Guidelines ......................................................................................................99
List of Tables
OverviewThis Plan presents a ten-year vision and strategy
to implement Transportation System Management
and Operations (TSMO) as part of a multi-faceted
approach to meeting the transportation needs of Clark
County, Washington. It has been developed through a
collaborative effort led by the Southwest Washington
Regional Transportation Council (RTC) in cooperation
with partner agencies as listed later in this chapter. The
Plan focuses mainly on low-cost, technology-based,
real-time transportation management and operations
solutions.
The Plan builds upon a proven track record of success
with TSMO initiatives in southwest Washington. Most
notable is the Vancouver Area Smart Trek (VAST),
which is a coalition of state, regional and local agencies
that implement intelligent transportation systems (ITS)
and operations solutions to the region’s transportation
system. VAST is an ITS initiative for the region,
developed as a cooperative effort by transportation
agencies in the Clark County area (the Cities of
Vancouver and Camas, Clark County, the Washington
State Department of Transportation, the Southwest
Washington Regional Transportation Council, the Port
of Vancouver and C-TRAN).
The TSMO Plan has a planning horizon of approximately
ten years. While this is shorter than the typical
planning horizon of many regional planning and
capital investment efforts (e.g. Comprehensive Plan), it
suggests both the nature of TSMO strategies as viable
near-term solutions to transportation defi ciencies, as
well as the dynamic evolution of ITS technologies and
operations practices.
Figure 1: Elements of a TSMO Program:
TSMO integrates Plans, Policies, Resources, and Technologies to effectively manage the
multimodal transportation system.”
Chapter 1
Introduction
What is Transportation System Management and Operations (TSMO)?
• Transportation Systems Management and
Operations (TSMO) focuses on low-cost, quickly
implemented transportation improvements
that aim to better utilize existing transportation
facilities. TSMO benefi ts include a more reliable
transportation system, reduced delay, and better
incident response.
• Examples of technology-based TSMO
strategies include traffi c signal coordination;
ramp metering; traveler information; smart
transit management; advanced technologies;
and enhanced incident response, in an effort
to improve overall transportation system
performance as part of a comprehensive
regional transportation investment strategy
(Figure 2, following page).
• TSMO also combines many physical elements
such as bottleneck improvements; access
management; operational policies and
procedures; and other operational resources
to improve coordination and operation of the
multimodal transportation network (Figure 1).
JUNE 2011
1CHAPTER 1 INTRODUCTION
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
Four key reasons why TSMO is important to the
transportation future of Clark County are:
1. Operational Concerns are a Growing Cause
of Regional Congestion. Real-time events such
as traffi c collisions, weather, events, construction,
and other incidents are a significant cause of
congestion and unreliability in the transportation
system. Solving these issues requires a more active
approach to management of the transportation
system.
2. Funding Current and Future Transportation
Needs is a Challenge. TSMO offers relatively
low-cost alternatives to meet transportation system
challenges as compared to capital investment in
capacity-expanding projects. This is particularly
true in corridors that are constrained by physical,
environmental, or other constraints that make
capacity expansion impractical.
3. TSMO Promotes Cooperative Solutions to
Complex, Multi-Modal and Multi-Jurisdictional
Transportation Issues. Many of the region’s
most pressing transportation concerns cross
jurisdictional boundaries between agencies
and modes, and even the Washington-Oregon
state line. While many agencies in the region are
active in transportation management and ITS
deployment today, meeting future challenges and
delivering high-quality, seamless service to the
traveling public will require even greater levels of
cooperation.
4. A Strong Collaborative Foundation For
Operations Exists in the Region Today. Many
examples of interagency operations collaboration
exist today in the region, from the VAST consortium,
to fiber optic sharing and day-to-day working
relationships. A similar foundation exists in the
Portland metropolitan area via the participation
of ODOT, the City of Portland, and Metro (host of
the TransPort regional operations forum) in the
development of VAST and this plan. This strong
institutional foundation is an immeasurable asset
in expanding the scope and profi le of TSMO in the
region.
Why is TSMO Important to Clark County and Southwest Washington?
This Plan focuses mainly on technology-based TSMO
strategies; however, these can be used in combination
with other forms of transportation investments (i.e. non-
technology based), such as access management, to
address the needs of a given corridor. In urbanized
Clark County, limitations in the public rights of way,
fi scal constraints and other community factors prevent
freeway or arterial capacity expansion as a means of
addressing congestion in key corridors. Therefore,
TSMO offers agencies in the region a more cost-
effective set of strategies with which to address the
region’s current and future transportation needs.
Figure 2: TSMO as a Component of a Regional Transportation Investment Strategy:
TSMO is one of the mutually-supportive elements of the Region’s transportation strategy that
provides cost-effective, near term alternatives to roadway capacity expansion.
Land Use/Smart Growth
Add Capacity
Preservethe
SystemDemandMgmt.
TSMO
Other
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
2CHAPTER 1 INTRODUCTION
A TSMO Vision for Clark County
The TSMO Plan Steering Committee has developed a
Vision Statement, plus goals and objectives to guide
development of this Plan and the implementation of TSMO
strategies and recommendations across the region.
TSMO Vision Statement:
Transportation System Management and Operations (TSMO) promotes better use of the existing transportation system
by providing increased accessibility, reliability and safety for people and freight
Integrating Regional Planning and Transportation Operations
To increase the level of coordination between TSMO
investments and other forms of transportation investments
(i.e. capacity expansion) greater consideration of TSMO
in regional transportation planning process and project
development is needed.
The regional transportation planning process sets policy
priorities and guides future transportation investments;
TSMO is one potential path of transportation investment
that can help meet these identifi ed priorities. Therefore,
it is important to connect transportation planning and
operations programs in a deliberate and sustained
manner.
TSMO Goals and Objectives
Program Goals:
• Provide viable transportation solutions that advance
regional transportation goals, economic vitality,
and environmental sustainability.
• Promote operational policies that are responsive to
the need and concerns of citizens, industry, and
the core missions of participating agencies.
• Maximize the value of existing and future
transportation investments to meet transportation
needs in a fi scally responsible manner.
• Promote multimodal and interagency cooperation
to develop, fund, implement, operate, and maintain
TSMO programs.
• Deploy integrated and interoperable Intelligent
Transportation Systems (ITS) and communications
assets that are shared among agencies to maximize
functionality, fl exibility, and return on investment for
transportation and other public uses.
• Use operations data to continually measure and
improve the quality of the transportation system
and operational strategies in the region.
• Establish operational strategies that support
businesses and are sensitive to adjacent land-uses.
Process Goals:
• Coordinate technology, infrastructure, resources
and maintenance investments to implement TSMO
strategies.
• Incorporate TSMO into the regional transportation
planning, project development, and urban
development process.
• Manage the bi -state highway and publ ic
transportation system through operational and
investment coordination among agencies in
southwest Washington and the Portland, Oregon
metropolitan area.
• Seek opportunities to engage private enterprise,
institutions and other community partners to
envision, research, and implement TSMO strategies
and user services for the benefi t of the region
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
3CHAPTER 1 INTRODUCTION
Perfo
rman
ceM
easu
rem
ent
SystemOperations
Implement
TSMO Strategies
Regional
TSMO
Vision
RegionalTransportation Planning
- Transportation Goals and Priorities- Investment Strategies- Project Development
- TSMO Goals and Objectives- Operational Strategy- Performance Measures- Implementation Strategy
- Projects- Policies- Agreements- Funding
- Technology- Personnel- Assets- Procedures- Data Generation
- Data Analysis- Evaluate TSMO Effectiveness- Progress against Regional Goals- Continual Improvement
Figure 3: The Regional Planning and TSMO Lifecycle:
Linking transportation operations to the regional planning process completes a cycle of continuous performance evaluation and improvement.
Table 1: TSMO Life Cycle
TSMO LIFECYCLE STAGE PLANNING-OPERATIONS CONNECTION
Regional Transportation Planning • Defi nes overall transportation needs in the region as well
as investment priorities to meet those needs.
• Develops multi-faceted strategies and projects for
addressing regional needs, which may include TSMO in
combination with other strategies.
Regional TSMO Vision • Identifi es the potential contribution of TSMO strategies to
meeting regional transportation needs and the required
investment of resources to implement those strategies.
Implement TSMO Strategies • Coordinated implementation of TSMO strategies identifi ed
in the vision through regional coordination of projects and
transportation programs, interagency agreements, and
project funding and implementation.
System Operations • Day-to-day tactical coordination of multiple agencies to
effectively operate and manage the transportation system
to realize the identifi ed strategies.
Performance Measurement • Use of data generated through system operations to
measure the effectiveness of TSMO strategies in meeting
regional transportation objectives. Also feeds back into
the regional transportation planning process to inform
decisions on future needs/priorities.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
4CHAPTER 1 INTRODUCTION
Geographic Coverage of the TSMO Plan
Transportation System Management and Operations
is most applicable to corridors and areas that show
signs of congestion, high levels of collisions, and other
defi ciencies of an operational nature.
Accordingly, the geographic area covered by the
TSMO plan encompasses the urbanized areas
and major transportation corridors of Clark County.
Participating agencies recognize that other isolated,
rural or urbanizing areas of the County with operational
needs may also be current or future candidates for
implementation of TSMO strategies. Figure 4 on the
following page shows the general vicinity of the TSMO
Plan.
Participating Agencies
To guide the TSMO planning process, a Steering
Committee comprised of the operations and planning
staff from transportation agencies in the region was
convened, as shown below in Table 2.
TSMO STEERING COMMITTEE PARTICIPANTS
• Clark County
• SW Washington Regional Transportation Council (RTC)
• Washington State Dept. of Transportation
• City of Vancouver
• Oregon Metro
• C-TRAN
• City of Camas
• Port of Vancouver
The participation and sense of ownership of these
diverse agencies – who own, operate, plan and fund
the regional transportation system – was vital to the
successful development of the TSMO Plan, and
will be even more valuable to its implementation.
Development of the Plan has relied on key agency
personnel (including members of the VAST Steering
Committee) and their perspectives, knowledge and
feedback, which ensures that the Plan reflects the
diversity in the region as well as specific agency
priorities and concerns.
Table 2: TSMO Steering Committee Participants
TSMO and RTC Metropolitan Transportation Plan Goals
Integrating transportation planning and operations
begins by strengthening the link between operational
strategies and the region’s acknowledged transportation
priorities.
RTC’s Metropolitan Transportation Plan (MTP) amended
July 2008, is the region’s long-range plan that outlines
how transportation systems and services will provide
the required mobility and accessibility of people and
goods throughout the region.
Table 3 on the following page lists each of the MTP’s
eight goals and the ways that TSMO strategies can
help to achieve those goals.
Intelligent Transportation Systems: The Enabling Tools of TSMO
Over the past ten to 15 years, transportation agencies
in southwest Washington have made significant
and coordinated investments in ITS. In turn, these
technologies support many of the TSMO strategies
outlined in this document. Examples include traveler
information systems; traffic signal control systems;
freeway management systems; and transit management
systems.
The TSMO Plan identifies future ITS infrastructure
investments based upon the TSMO strategies identifi ed
by regional agencies. Compared to many ITS strategic
planning efforts in the past, this reflects a more
comprehensive view of ITS as the enabling tools that
allow agencies to collaborate in actively managing
the transportation system. This active management, in
turn, refl ects operational objectives and strategies that
themselves speak to broadly-recognized transportation
needs and priorities identified by transportation
professionals and decision-makers at the regional level.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
5CHAPTER 1 INTRODUCTION
METROPOLITAN TRANSPORTATION PLAN GOALS TSMO CONTRIBUTION TO MEETING THE GOALS
Maintain, preserve, and improve the existing regional
transportation system.
TSMO focuses on increasing the effi ciency of the
region’s existing transportation system as a cost-effective
alternative to infrastructure expansion.
Provide a safe and secure transportation system that
allows for the movement of people and freight.
TSMO strategies can reduce the incidence and severity
of collisions, especially secondary collisions and weather-
related incidents.
ITS technologies and emergency response strategies are
part of an integrated approach to enhance the safety of the
transportation network.
Support economic development and community
vitality.
TSMO provides additional options for maintaining and
improving mobility in southwest Washington for both people
and goods to contribute to the region’s economic vitality.
Provide an efficient, balanced, multi-modal regional
transportation system including highway, bus transit,
high capacity transit, rail, aviation, marine, bicycle, and
pedestrian modes as well as transportation demand
management and transportation system management
strategies.
TSMO strategies will be applied in an integrated
fashion across each transportation mode to improve the
performance of the entire transportation network.
By improving the performance of non-automotive
transportation modes, TSMO helps to increase their
viability as transportation options for travelers in the region.
Provide an acceptable level of mobility for personal
travel and freight movement throughout the regional
transportation network and adequate access to
locations throughout the region.
TSMO strategies improve transportation system reliability
in parts of the region where it is infeasible or cost-
prohibitive to expand capacity, particularly in the near term.
TSMO contributes to a regional mobility strategy that
includes infrastructure expansion blended with other strategies
that are appropriate to the context and available resources.
Provide a transportation system that is sensitive to the
quality of the environment and natural resources.
By reducing the impacts and duration of congestion and
delay, TSMO reduces ineffi ciency in the transportation
system and can directly contribute to greenhouse gas
reductions and air quality.
By improving the reliability and quality of transit, carpooling,
and other travel behavioral changes, TSMO helps to reduce
dependence on single-occupancy vehicle travel.
Provide for the development of a fi nancially viable and
sustainable transportation system.
TSMO responds to the region’s fi scal constraints by
providing lower-cost solutions that can reduce, delay, or
eliminate the need for expensive traditional infrastructure
expansion projects.
Implementation of TSMO strategies in existing and future
corridors improves the fl exibility and effi ciency of these
corridors that offsets capacity expansion requirements.
Provide a transportation system that refl ects
community values.TSMO increases the breadth of transportation strategies
that can be applied to meet the needs of the community.
TSMO may present mobility, safety, security, and/
or economic development options that can benefi t
communities and neighborhoods.
Table 3: TSMO Contribution to Regional Transportation Goals
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
6CHAPTER 1 INTRODUCTION
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SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
7CHAPTER 1 INTRODUCTION
Plan Development Methodology.
RTC commenced the multi-agency initiative to develop
the TSMO Plan in 2010. The project consists of four
distinct phases that are designed to illustrate the
applicability and viability of TSMO concepts to Clark
County (Figure 5):
1. Regional TSMO Plan: A ten-year vision to implement TSMO strategies that address real
transportation needs in a coordinated, cost-
effective manner.
2. TSMO Corridor Investment Plan: Identifies
candidate corridors for TSMO implementation.
The corridor chosen for the demonstration project
was based on several criteria such as rapid time
deployment, whether ITS investments can be
leveraged in the corridor and the level of multi-
agency participation. Additional criteria were used
to evaluate the corridors, which are introduced
later in this plan.
Figure 5: TSMO Plan Project Work Flow:
The RTC TSMO initiative defi nes transportation operations strategies and demonstrates how they can be applied and measured at the project level to evaluate effectiveness.
3. Demonstration Corridor Implementation: Implements a high-priority transportation corridor
improvement pilot project to demonstrate the
viability of TSMO strategies in leveraging multi-
agency partnerships, existing infrastructure, and
new ITS investment to achieve operational benefi ts.
4. Inter face to the PORTAL Regional Data Warehouse: A real-time data interface between
transportation agencies in southwest Washington
and the PORTAL regional data archive hosted
by Portland State University. This connection is
a critical link between planning and operations,
because it supports collection, storage, and
analysis of transportation data generated by ITS
systems. It also provides data and analytical
capabilities that support the implementation of
performance measures to evaluate the effi cacy of
TSMO and other transportation strategies
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
8CHAPTER 1 INTRODUCTION
Key Concepts
• The region has a long track record for
cooperatively managing the transportation
network and funding, building, and operating
infrastructure.
• Signifi cant ITS infrastructure exists today to
support TSMO strategies.
• TSMO can contribute to meeting regional
transportation challenges and opportunities in
the next ten years.
• Awareness, policy support, and stable
operational funding, and performance measures
are key success factors for achieving the
region’s TSMO vision.
Chapter 2
TSMO in Clark County:
Current Condition and Future Needs
IntroductionTransportation Systems Managements and Operations
is an increasingly important part of the solution to Clark
County’s existing and emerging transportation needs.
Ideas presented in the chapter are the result of a TSMO
visioning workshop in February 2010, during which
stakeholder agencies explored opportunities to build
on past operations successes, to advance the state of
the practice in transportation operations and rise to the
opportunities and challenges.
Operations in Clark County – Key Achievements in the Past Ten Years
TSMO gains have been made possible through ITS as
the starting point to furthering these initiatives. Looking
back just ten years, regional coordination and ITS
efforts were at an early stage. In this relatively short
period of time, much progress has been made at the
regional and agency level to incorporate operations into
the day-to-day activity of agencies in the region.
Table 4 summarizes the ITS investments and operational
advancements that have been made by regional
stakeholders within the past ten years, as identifi ed in
a TSMO visioning workshop. As the list shows, TSMO
has gained signifi cant momentum with ITS deployment
as the starting point; some of the most important
successes have been realized through cooperation
and joint investment by transportation agencies in the
region.
JUNE 2011
9CHAPTER 2 TSMO IN CLARK COUNTY
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
ARTERIAL TRAFFIC OPERATIONS TRAVELER INFORMATION
• Adoption of standardized signal controller technology by
operating agencies
• Implementation of City of Vancouver and Clark County
central traffi c signal system
• Interagency corridor optimization
• Transit Signal Priority (TSP) supportive capabilities on
most intersections
• Initiating C-TRAN Transit Signal Priority (TSP) Pilot
• Mutually-supportive access management improvements
such as median curbs
• WSDOT traffi c signal interconnection and coordination
• WSDOT traffi c signal timing review/real-time program
• Video sharing between WSDOT, City of Vancouver and
Clark County
• Establishment of the Southwest Region Traffi c
Management Center (TMC)
• Adoption of a WSDOT incident clearance policy – Joint
Operations Policy Statement (JOPS)
• Field ITS deployment including CCTV (Closed-Circuit
Television) Surveillance, variable message signs (VMS),
and traffi c detection
• Sharing of traffi c video via shared TMC and Washington
State Patrol dispatch co-location
• Development of regional and statewide Emergency
Operations Centers (EOCs)
• WSDOT Regional Incident Response Program
TRAVELER INFORMATION TRANSIT IMPROVEMENTS
• Deployment of WSDOT 511 Traveler Information (Phone/
Web)
• Deployment of ODOT TripCheck 511 Traveler information
(Phone/Web)
• WSDOT deployment of a Vancouver/Portland bi-state
traffi c fl ow map and CCTV camera
• Development of a WSDOT ‘govdelivery’ email-based
subscription notifi cation service
• VMS – variable message sign (VMS) deployment on
regional freeways
• Emerging use of other social media
• WSDOT Traveler Information Website
• Extensive C-TRAN and TriMet technology investments
• Deployment of Computer Aided Dispatch / Automatic
Vehicle Location (CAD/AVL)
• Deployment of Automatic Passenger Counting (APC)
• Deployment of Interactive Voice Response (IVR) Transit
Information
• Deployment of Automatic Stop Announcement (ASA)
COMMUNICATIONS IMPROVEMENTS OTHER KEY ACCOMPLISHMENTS
• Deployment of an extensive, multi-agency regional fi ber
optic backbone
• Development of a regional data and video sharing
network
• Implementation of a fi ber sharing program, with resulting
in an estimated $11 - $14 million in savings in the last
three years
• Implementation of a shared Local Area Network (LAN)
• Support of control center and communications
redundancy as well as portability of ITS system control
• Cooperation and communications connectivity with
agencies in Oregon.
• Development of the Vancouver Area Smart Trek (VAST)
interagency coordination committee
• Successful interagency partnerships to obtain funding
for ITS projects (e.g. through CMAQ)
• Evaluate system management solutions using four
years’ worth of data for analysis
• Development of an RTC data warehouse (traffi c counts,
travel-times, vehicle occupancy, etc.)
Table 4: Key Operations and ITS Achievements in Clark County since 2000
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
10CHAPTER 2 TSMO IN CLARK COUNTY
Existing Regional ITS Infrastructure
Efforts over the past ten years have led to the implementation of ITS devices, traffi c management centers and
supporting communications infrastructure throughout the region. Figure 6 shows existing ITS and communications
devices in the region today, representing the cumulative efforts of state and local transportation operations
agencies.
Regional ITS Devices and Communication InfrastructureA number of ITS projects have been initiated and/or deployed in Clark County over the last ten years. Several
corridors in Vancouver have an interconnected traffi c signal system to facilitate traffi c fl ow. Fiber optic cable
installation is ongoing for most programmed and planned projects in the metropolitan area and cameras have been
installed in the I-5/Highway 99 corridor to better manage traffi c. In addition, variable message signs (VMS) at 134th
St. and 99th St. are used to notify drivers of incidents as traffi c is diverted from I-5.
Transportation and Emergency Management CentersIn addition to fi eld infrastructure, there are numerous existing management centers in the region that support TSMO
activities, as shown in Table 5.
Table 5: Existing Management Centers in the Region
REGIONAL MANAGEMENT CENTER DESCRIPTION
WSDOT Southwest Region Traffic Management Center Responsible for traffi c and incident management on state
freeways and highways in the region
City of Vancouver Traffic Management Center Manages traffi c signals and arterial operations within the
City of Vancouver
Clark County Traffic Management Center Manages traffi c signals and corridor operations within the
County
C-TRAN Transit Operations Center Manages dispatch and operations of C-TRAN public
transportation.
CRESA Emergency Operations Center 911 Public Safety Access Point (PSAP) for Clark County that
also coordinates emergency response. Coordinates with
the Statewide Emergency Operations Center in the event of
large-scale emergencies.
Washington State Patrol Operations Center Handles dispatch of WSP personnel for highway and
emergency incident response. Co-located with the WSDOT
SWR
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
11CHAPTER 2 TSMO IN CLARK COUNTY
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SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
12CHAPTER 2 TSMO IN CLARK COUNTY
Transportation Challenges in Clark County
During the February 2010 Visioning Workshop,
participating stakeholder agencies articulated a wide
range of operational needs and challenges looking
forward over the next ten years. Looking back at the
accomplishments of the past ten years, participants
also noted the possibilities for dramatic evolutions in
ITS technologies, operational programs, policies and
funding that underscore the need for a forward-looking
vision for TSMO.
Key Regional Transportation ChallengesFrom a general transportation perspective, there are
several signifi cant challenges facing Clark County in
the future, including:
• A severely constrained fi scal environment, which
has generated a search for more cost-effective
alternatives to meet transportation needs;
• Steady growth trends in Vehicle Miles Traveled
(VMT) in the region, which is outpacing growth in
roadway capacity;
• Growing concern about environmental sustainability
and reduction in greenhouse gases in response to
climate change; and
• The need for a more diversifi ed, equitable, and
robust transportation network.
Forecasted Vehicle Delay Hours**Source: MTP for Clark County
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0
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Figure 7: PM Peak Vehicle Hours of Delay:
As travel demand outpaces expansion of roadway capacity, proactive TSMO strategies are increasingly important to maintaining the efficiency and viability of the transportation system.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
13CHAPTER 2 TSMO IN CLARK COUNTY
Growth in congestion is a specifi c concern for operating
agencies, as it is a leading cause of transportation delay
and is projected to grow signifi cantly in the region. The
number of intersections with an average delay of 30
seconds or greater in Clark County has increased from
26 to over 100 intersections in the last few years. As
growth in travel demand and VMT increases, corridor
travel speeds continue to decline. Clark County’s
Metropolitan Transportation Plan (MTP) forecasts even
more congestion by 2030, as seen in Figure 7.
Looking Forward: Operational Challenges and Opportunities in the Next Ten Years
In developing the TSMO plan, stakeholder agencies
were asked to consider the following question: Where
does Clark County want to be in Transportation System
Management and Operations and ITS in ten years?
This future vision has informed the plan development;
key issues raised in this conversation are summarized
below:
Traffic Operations
Promote increased regional cooperation and integration
to more seamlessly operate the combined freeway and
arterial highway systems in the region.
• Implement more robust and integrated signal
timing programs to meet changing conditions and
to address cross-jurisdictional issues.
• Develop parallel route plans for improved detour/
diversion management.
• Expand arterial management capabilities using ITS
devices (e.g. arterial variable message signs and
arterial traffi c surveillance cameras).
• Improve event management, particularly in
downtown Vancouver and in the vicinity of the Clark
County Amphitheater.
• Improve bi-state operations by updating existing
operational plans involving Oregon agencies, and
making appropriate infrastructure investments.
• Consider the challenges and opportunities of the
Columbia River Crossing (CRC) project, including
construction-phase mitigation, electronic tolling,
active traffi c management, and increased bi-state
coordination.
• Explore the applicabili ty of Active Traf f ic
Management (ATM) on freeways, similar to what
has been deployed in the Puget Sound region.
Incident/Emergency Response Improvements
Improve incident response and coordinate quick
clearance programs.
Conduct more outreach/coordination with the
emergency management community (drills, quick
clearance, etc.) to improve incident response and
traffi c restoration, especially at the local level.
Develop a regional/bi-state incident management/
clearance program that builds upon existing automated
event and traffi c management functionality through
TMC software and bridge management coordination.
Build out the roadway surveillance network to complete
freeway coverage to support incident detection and
verifi cation.
Make greater use of ITS and ATMS.now capabilities for
detour/diversion management.
Traveler Information
Provide information to travelers in diverse formats, in
the format they want it, and in the location they need it.
• Increase provision of traveler information systems
suitable to increasingly-prevalent mobile and in-
vehicle technologies.
• Leverage applications and initiatives by third-parties
as both data sources and traveler information
dissemination channels.
• Explore strategies to provide consistency across
the bi-state Vancouver/Portland Metro area, taking
into account the policy coordination implications for
WSDOT and ODOT.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
14CHAPTER 2 TSMO IN CLARK COUNTY
• Improve traveler information on freeways, arterials,
and multi-modal transportation (transit, trains, etc.).
• Develop more personalized traveler information
messages, tailored to location- or user-specifi c
parameters.
• Explore deployment of predictive traveler
information, including its applications for operating
agencies in a control center environment.
• Explore development of a regional traffi c fl ow map,
including both arterial and freeway information for
an enhanced user experience.
Transit Operations
• Pursue Transit Signal Priority (TSP) deployment
and expansion across the region to promote transit
system reliability.
• Use of TSP to support high capacity transit (HCT)
implementation, such as Bus Rapid Transit.
Regionalization of Operations
• Develop a 24/7 Regional Multi-Agency Traffic
Management Center (TMC).
• Provide support and management for both State
and Local Agency regional traffi c management
needs.
• Develop an integrated regional traffi c operations
system to actively manage infrastructure owned by
multiple agencies in a centralized fashion
• Achieve regional cost savings by consolidation of
regional operations agencies, particularly for off-
hours operations.
Freight Management Improvements
Use ITS to support the ability of local shippers and
industry to achieve “Just-in-Time” freight delivery
systems/services in response to transportation
congestion and unreliability.
• Implement truck signal priority programs to promote
freight mobility.
• Make real-time and predictive traveler information
available to freight interests.
• Disseminate real-time information from ports on
vessel arrival/departure times.
• Coordinate with Commercial Vehicle Information
System Network (CVISN) programs to obtain freight
data or in other applications that can improve
freight mobility.
• When new technology is available, expand
weigh in motion (WIM) capabilities to expedite
the inspection process for trucks and to protect
roadway infrastructure and promote safety.
• Develop and monitor performance measure targets
for key freight corridors.
Planning and Policy Considerations
• “Mainstream” planning for ITS and TSMO in
regional project development.
• In corridor and project planning, new capital
projects should consider the TSMO Plan’s goals
and objectives.
• Institutionalize TSMO in the planning process to
improve long-term funding availability and stability
for TSMO programs.
• Leverage TSMO data to help the region meet the
objectives of anticipated Federal performance-
based transportation funding programs.
• Consider that TSMO strategies may prompt the
need for spot capital improvements (e.g., spot
added ITS device for providing traveler information
at a particular location).
• Consider how TSMO supports the least-cost
planning rule in Washington State that mandates
consideration of lower cost improvements when
considering large transportation capital projects.
• Coordinate TSMO improvements with mutually-
supportive access management improvements to
improve overall corridor operations (e.g. improving
land access connectivity within development
through connected driveways).
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
15CHAPTER 2 TSMO IN CLARK COUNTY
• Improve transportation demand management
(TDM) and coordinate with Clark County’s trip-
reduction program.
• Consider TSMO, as well as TDM and transit, in
land-use decisions and planning.
• Use operations data to improve congestion
management process (CMP) planning, and to
identify future TSMO improvements.
• Consider emerging programs and technologies,
such as the USDOT’s Connected Vehicle
Technology, in planning and implementation of
TSMO programs.
Summary – Factors for Success of the Regional TSMO Vision
Stakeholders identifi ed several keys to the success
of the TSMO Vision for Clark County, which are listed
below. These factors, as well as the other needs,
opportunities and challenges described above, formed
the basis for the Regional TSMO Vision for Clark
County presented in the previous chapter.
• Equipping policy makers with knowledge about
proposed TSMO systems is vital to the success of
the plan. TSMO can offer new solutions to policy
makers looking to achieve a solution with fewer
resources.
• Coordination of TSMO with other transportation
strategies, investments, and policy priorities is both
a challenge and an opportunity.
• A viable TSMO plan and strategy can be a tool to
attract sustainable capital and operational funding
that provides signifi cant benefi ts to the region in
terms of cost-effectiveness. It is critical to address
the long-term operations and maintenance needs
of TSMO, and to explore new opportunities for
fi nancing and resource sharing.
• Given limited resources, it is important to agree on
the most important and achievable uses of agency
staff, assets and funds.
• Future ITS technology implementation must be
driven by the TSMO strategies that this investment
supports.
• Performance measures will provide both evidence
of the value of TSMO to decision makers, and also
inform future transportation investments for both
TSMO and non-TSMO strategies.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
16CHAPTER 2 TSMO IN CLARK COUNTY
Key Concepts
• A toolkit of TSMO strategies has been developed
to respond to transportation operations
challenges and opportunities.
• Many of the TSMO strategies are most effective
when applied regionally and across the multi-
modal transportation network.
• There are mutually-supportive strategies, such
as Access Management and Transportation
Demand Management, which complement
TSMO to cost-effectively meet regional
transportation needs.
• ‘Emerging’ TSMO strategies such as
Performance Measurement, Freight Information,
and Bi-State Incident Management, are
opportunities to advance the existing state of the
practice.
Chapter 3
Regional TSMO Strategies
IntroductionAchieving the TSMO Vision involves a diverse set of
operational strategies to make the most effi cient use of
the region’s multi-modal transportation capacity. This
chapter describes a regional ‘toolkit’ of TSMO strategies
that can contribute to meeting the transportation needs
of Clark County. Strategies in the toolkit are technology
based, but like all TSMO concepts, require close
alignment of plans, policies, personnel and operational
resources to be most effective. The strategies in the
TSMO toolkit are mutually-supportive of other low cost
transportation strategies that can be tailored to meet
the needs of a particular corridor, neighborhood, or
agency.
JUNE 2011
17CHAPTER 3 REGIONAL TSMO STRATEGIES
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
Regional TSMO Strategies ToolkitThe TSMO strategies that could be applied Clark
County focus on technology-based, real-time
approaches to improving operations and system
performance, but also include mutually-supportive
(i.e. non-technology based) and other strategies that
have policy implications. Also presented is the regional
vision for strategy implementation and a discussion of
the TSMO strategies that the stakeholders most actively
want to pursue for the region.
• Regional Management & Operations: Involves
multi-jurisdictional coordination to implement
regional system management programs.
• Roadway Management & Operations: Targets
active management of regional limited- access
and arterial corridors and requires some multi-
jurisdictional coordination depending on the
corridor.
• Transit Management & Operations: Seeks to
improve transit operations and performance and to
enhance passenger convenience.
• Freight Management & Operations: Seeks to
improve travel conditions information and travel
times to support just-in-time freight services.
• Traveler Information: Strives to provide travelers
with personalized information to support informed
travel choices.
Although the strategies are organized into these main
focus areas, there are many instances where strategies
overlap. For example, the data collected and used to
support roadway management and operations may
also be used to provide traveler information.
For each strategy listed in Table 6, there is a
corresponding description of how the strategy could
be applied to the region and the expected benefi ts.
The evaluation and selection of TSMO strategies for
a particular corridor must account for the needs of
stakeholders, local conditions, safety, and adjacent
businesses.
Regional TSMO Toolkit
Regional Management & Operations
• Regional Multi-Agency Transportation
Management Center (TMC)
• Bi-State Incident Management
• Regional Incident and Emergency Management
• Event Management
• Work Zone Management
• Regional Performance Measures and
Supportive Data Collection
Roadway Management & Operations
• Active Traffi c Management (ATM)
• Freeway/Arterial Integrated Corridor
Management (ICM)
• Ramp Metering
• Enhanced Traffi c Signal Operations
• Traffi c Surveillance
• Road Weather Information Systems (RWIS)
Transit Management & Operations
• Automated Vehicle Location (AVL) and
Computer Aided Dispatch (CAD)
• Automated Passenger Counting (APC)
• Transit Signal Priority (TSP)
• Transit Speed Reliability
• Regional Transit Fare Integration
Freight Management & Operations
• Real-Time and Predictive Freight Information
• Roadside Truck Electronic Screening/
Clearance Programs
• Truck Traffi c Signal Priority
• Freight Data Collection
Traveler Information
• Bi-State Traveler Information Interoperability
• Roadside Traveler Information Dissemination
• Regional Traveler Information
• Real-Time Transit Arrival Information
• Predictive Traveler Information
• Transit Trip-Planning Website
• Parking Availability Information
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
18CHAPTER 3 REGIONAL TSMO STRATEGIES
Tabl
e 6:
TS
MO
Str
ateg
ies,
Des
crip
tions
and
App
licab
ility
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
RE
GIO
NA
L M
AN
AG
EM
EN
T &
OP
ER
AT
ION
S
Re
gio
na
l M
ult
i-A
ge
ncy T
ran
sp
ort
ati
on
Ma
na
ge
me
nt
Ce
nte
r (T
MC
) D
evelo
p a
TM
C
concep
t to
sup
por t
tra
ffi c
op
era
tions o
n s
tate
,
county
, and
city r
oad
ways a
nd
to c
oord
inate
with p
olic
e/e
merg
ency s
erv
ices fro
m m
ultip
le
jurisd
ictions.
WS
DO
T a
nd
WS
P a
re c
o-locate
d a
nd
op
era
te
24
hours
a d
ay.
The W
SD
OT T
MC
als
o inclu
des
work
sta
tions f
or
CR
ES
A.
The W
SD
OT T
MC
could
be e
xp
and
ed
op
era
tionally
or
vir
tually
to a
llow
for
resourc
e s
haring
with C
lark
County
and
the C
ity o
f
Vancouver
for
more
com
ple
te m
anag
em
ent
of
the
reg
ion’s
road
ways.
•
Sup
po
rts c
oo
rdin
atio
n a
nd
op
era
tio
n o
f th
e
reg
ion’s
tra
nsp
ort
atio
n s
yste
ms
•
Colla
bo
ratio
n b
etw
ee
n t
raffi c
an
d e
me
rge
nc
y
ag
enc
ies
•
Resou
rce
sh
arin
g
Bi-
Sta
te I
nc
ide
nt
Ma
na
ge
me
nt
WS
DO
T S
W
Reg
ion ITS
Pla
n inclu
des futu
re p
roje
cts
for
resp
ond
ing
to incid
ents
that im
pact b
i-sta
te
travel.
Incid
ents
on I
-5 a
nd
I-2
05 g
reatly im
pact
passeng
er
and
fre
ight m
ob
ility
betw
een W
ashin
gto
n a
nd
Ore
gon
sin
ce these a
re the o
nly
tw
o c
onnections a
cro
ss
the C
olu
mb
ia R
iver. W
SD
OT a
nd
OD
OT c
oord
inate
tod
ay w
hen I-5
and
I-2
05 incid
ents
occur
but are
develo
pin
g p
lans to e
nhance incid
ent re
sp
onse.
•
Effi c
ien
t c
oo
rdin
atio
n o
f in
cid
en
ts t
ha
t im
pa
ct
traffi c
in
Wa
sh
ing
ton
an
d O
reg
on
•
Red
uc
es a
ve
rag
e in
cid
en
t d
ura
tio
n b
y 2
5 t
o 7
0
perc
en
t
•
Red
uc
es s
ec
on
da
ry c
rash
es b
y 2
5 t
o 7
0 p
erc
en
t
Re
gio
na
l In
cid
en
t a
nd
Em
erg
en
cy
Ma
na
ge
me
nt
Exp
and
on W
SD
OT’s
incid
ent
r esp
onse p
rog
ram
to s
up
port
quic
k c
leara
nce
(e.g
. m
ulti-ag
ency p
rog
ram
, m
ore
resp
ond
ers
,
sta
ged
tow
ing
, outr
each, tr
ain
ing
); M
any o
ther
road
way a
nd
tra
vele
r in
form
ation s
trate
gie
s in
the toolb
ox s
up
port
incid
ent m
anag
em
ent
WS
DO
T’s
incid
ent
resp
onse p
rog
ram
could
be
exp
and
ed
to r
eg
ional art
erial ro
ad
ways t
o s
up
port
the N
ational U
nifi e
d G
oal fo
r Tra
ffi c
Incid
ent
Manag
em
ent
(althoug
h t
here
are
various leg
al
matt
ers
to c
onsid
er)
. In
part
icula
r, t
o s
up
port
quic
k,
sa
fe c
leara
nce,
resp
ond
er
safe
ty a
nd
pro
mp
t,
relia
ble
incid
ent
com
munic
ations.
•
Red
uc
es a
ve
rag
e in
cid
en
t d
ura
tio
n b
y 2
5 t
o 7
0
perc
en
t
•
Red
uc
es s
ec
on
da
ry c
rash
es b
y 2
5 t
o 7
0 p
erc
en
t
•
Red
uc
es d
ela
y d
ue
to
qu
icke
r in
cid
en
t re
sp
on
se
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Imp
rove
s t
rave
l-tim
e a
nd
le
ss c
on
ge
stio
n d
urin
g
an e
va
cu
atio
n
Eve
nt
Ma
na
ge
me
nt
Auto
mate
tra
ffi c
contr
ol
usin
g c
hang
eab
le lane a
ssig
nm
ent, r
evers
ible
lanes, or
enhanced
sig
nal op
era
tions a
t venues
such a
s the A
mp
hitheate
r
Events
at
the S
leep
Countr
y A
mp
hitheate
r and
the
Cla
rk C
ounty
Event
Cente
r cause c
ong
estion a
nd
travel d
ela
ys f
or
inte
rsta
te t
raffi c
on I
-5 a
nd
local
traffi c
on 1
79th
Avenue.
•
Red
uc
es d
ela
y d
urin
g h
igh
tra
ffi c
de
ma
nd
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Incre
ase
s a
ttra
ctive
ne
ss o
f e
ve
nt
att
en
da
nc
e
Wo
rk Z
on
e M
an
ag
em
en
t U
se v
ariab
le s
peed
limits, auto
mate
d e
nfo
rcem
ent, a
nd
tra
vele
r
info
rmation d
issem
ination for
work
zones that
imp
act re
gio
nal m
ob
ility
and
safe
ty
Washin
gto
n a
vera
ges a
lmost
1,0
00 h
ighw
ay w
ork
zo
ne inju
ries e
ach y
ear. M
ost
inju
ries a
nd
death
s in
work
zones a
re c
aused
by r
ear-
end
colli
sio
ns a
nd
99
perc
ent
of
peop
le inju
red
or
kill
ed
are
drivers
an
d t
heir p
asseng
ers
. (S
ourc
e:
WS
DO
T G
ive ‘em
a
Bra
ke)
The P
ort
has a
n inte
ractive lis
tserv
syste
m
that
posts
route
restr
ictions.
•
Red
uc
es t
rave
l sp
ee
d a
cro
ss w
ork
zo
ne
by 1
0
mile
s-p
er-
ho
ur
•
Imp
rove
s s
afe
ty
•
Red
uc
es d
ela
y b
y 4
5 t
o 5
5 p
erc
en
t
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Imp
rove
s f
reig
ht
rou
te p
lan
nin
g
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
19CHAPTER 3 REGIONAL TSMO STRATEGIES
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
RE
GIO
NA
L M
AN
AG
EM
EN
T &
OP
ER
AT
ION
S
Re
gio
na
l P
erf
orm
an
ce
Me
as
ure
s a
nd
Su
pp
ort
ive
Da
ta C
oll
ec
tio
n The P
OR
TAL
por t
ion o
f th
is p
roje
ct w
ill inclu
de d
ata
arc
hiv
ing
and
perf
orm
ance m
easure
ment d
evelo
pm
ent
for
road
ways, tr
ansit, and
fre
ight
Lim
ited
data
is c
urr
ently a
vaila
ble
to s
up
port
benefi t-
to-c
ost
ratio a
naly
sis
for
TS
MO
im
pro
vem
ents
. O
ther
syste
ms p
rod
uce d
ata
that
need
s t
o b
e a
rchiv
ed
and
ne
ed
s t
ools
to a
naly
ze t
he d
ata
in a
cost-
effective
manner.
•
Ab
ility
to
id
en
tify
effe
ctive
ne
ss o
f T
SM
O
investm
en
ts a
nd
to
be
tte
r ta
rge
t fu
ture
po
licie
s
and
syste
m im
pro
ve
me
nts
•
Sup
po
rts r
eg
ion
al p
lan
nin
g e
ffo
rts
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
RO
AD
WA
Y M
AN
AG
EM
EN
T &
OP
ER
AT
ION
S
Ac
tive T
raff
ic M
an
ag
em
en
t (A
TM
M
anag
e
cong
este
d c
orr
idors
with lane u
se c
ontr
ol,
revers
ible
lanes, or
variab
le s
peed
lim
its
(e.g
. S
eattle
, S
an D
ieg
o, Los A
ng
ele
s a
nd
Min
neap
olis
have im
ple
mente
d)
Locations w
ith r
ecurr
ing
cong
estion (
e.g
. I-
5
south
bound
at
Colu
mb
ia R
iver
Cro
ssin
g)
are
cand
idate
s f
or
active t
raffi c
manag
em
ent,
whic
h c
an
imp
rove s
afe
ty a
nd
red
uce d
river
frustr
ation.
This
str
ate
gy h
as b
een e
ffective in E
uro
pe.
•
Red
uc
es p
rim
ary
in
cid
en
ts b
y 3
to
30
pe
rce
nt
•
Red
uc
es s
ec
on
da
ry in
cid
en
ts b
y 4
0 t
o 5
0
•
Incre
ase
s a
ve
rag
e t
hro
ug
hp
ut
du
rin
g c
on
ge
ste
d
period
s b
y u
p t
o 7
pe
rce
nt
•
Incre
ase
s o
ve
rall
ca
pa
city f
rom
3 t
o 2
2 p
erc
en
t
Fre
ew
ay/A
rte
ria
l In
teg
rate
d C
orr
ido
r
Ma
na
ge
me
nt
(IC
M)
WS
DO
T S
W R
eg
ion
ITS
Pla
n inclu
des p
r oje
ct to
manag
e tra
ffi c
on p
ara
llel ro
ute
s; IC
M typ
ically
inclu
des
route
/mod
e d
ivers
ion, re
al-tim
e info
rmation,
and
syste
m a
dju
stm
ents
(e.g
. sig
nals
, ra
mp
mete
rs)
WS
DO
T a
nd
Cla
rk C
ounty
have d
evelo
ped
a p
lan
for
ICM
alo
ng
the I
-5/H
ighw
ay 9
9 c
orr
idor
and
are
work
ing
on t
he fi r
st
phase o
f im
ple
menta
tion.
Oth
er
pote
ntial corr
idors
for
ICM
inclu
de S
R-1
4/M
ill P
lain
,
SR
-500/F
ourt
h P
lain
, I-
205/1
12th
, I-
5/I
-205 a
nd
SR
-
502/S
R-5
03.
•
Red
uc
es t
rave
l-tim
e a
nd
de
lay
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Sup
po
rts a
lte
rna
te t
rave
l ro
utin
g f
or
inc
ide
nt
mana
ge
me
nt
Ra
mp
Me
teri
ng
M
ete
r tr
affi c
fl o
w r
ate
on
freew
ay o
n-r
am
ps
Ram
p m
ete
ring
is m
ost
ap
plic
ab
le a
t on-r
am
ps
ad
jacent
to f
reew
ay s
ections w
ith r
ecurr
ent
cong
estion
(e.g
. at
new
south
bound
I-5
on-r
am
ps v
ia f
utu
re
Colu
mb
ia R
iver
Cro
ssin
g p
roje
ct)
.
•
Red
uc
es m
ain
line
tra
ve
l d
ela
y d
urin
g p
ea
k p
erio
ds
•
Incre
ase
s f
ree
wa
y s
pe
ed
by 1
0 t
o 2
5 p
erc
en
t
•
Imp
rove
s f
ree
wa
y c
ap
ac
ity b
y 1
0 p
erc
en
t
•
Red
uc
es c
on
ge
stio
n d
ura
tio
n
•
Red
uc
es v
eh
icle
co
nfl ic
ts b
y 2
5 t
o 5
0 p
erc
en
t
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
En
ha
nc
ed
Tra
ffic
Sig
na
l O
pe
rati
on
s
Imp
rove e
xis
ting
sig
nals
thro
ug
h r
e-t
imin
g/
op
tim
ization, ad
ap
tive s
yste
ms, or
better
dete
ction
The N
ational Tra
ffi c
Sig
nal R
ep
ort
Card
recom
mend
s
up
dating
tra
ffi c
sig
nal tim
ing
at
least
every
thre
e
years
to k
eep
up
with c
hang
ing
tra
ffi c
patt
ern
s a
nd
to
achie
ve o
ptim
al syste
m p
erf
orm
ance.
•
Red
uc
es t
rave
l-tim
e b
y 1
0 t
o 2
5 p
erc
en
t
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Red
uc
es f
ue
l c
on
su
mp
tio
n a
nd
ve
hic
le e
mis
sio
ns
•
Benefi t-
to-c
ost
ratio
ca
n r
an
ge
fro
m 1
5:1
to
40
:1
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
20CHAPTER 3 REGIONAL TSMO STRATEGIES
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
RO
AD
WA
Y M
AN
AG
EM
EN
T &
OP
ER
AT
ION
S
Tra
ffic
Su
rve
illa
nc
e
Ad
d v
ideo a
nd
dete
ction e
quip
ment (e
.g. d
ete
cto
rs, vehic
le/
cell
phone p
r ob
es)
for
more
com
ple
te n
etw
ork
covera
ge (
WS
DO
T S
W R
eg
ion ITS
Pla
n
inclu
des p
roje
cts
for
freew
ays)
Tra
ffi c
surv
eill
ance h
as b
een u
sed
successfu
lly in t
he
reg
ion t
o s
up
port
the m
anag
em
ent
of
traffi c
, tr
ansit,
incid
ents
, and
em
erg
encie
s a
s w
ell
as p
rovid
e t
ravele
r
info
rmation a
nd
data
for
pla
nnin
g.
Technolo
gie
s s
uch
as B
lueto
oth
are
makin
g it
possib
le t
o c
olle
ct
traffi c
fl ow
info
rmation o
n a
rterial ro
ad
ways w
ith m
inim
al
pub
lic a
gency infr
astr
uctu
re im
pro
vem
ents
.
•
Imp
rove
s in
cid
en
t d
ete
ctio
n a
nd
ve
rifi c
atio
n
•
Red
uc
es in
cid
en
t re
sp
on
se
tim
es
•
Pro
vid
es r
ea
l-tim
e a
nd
his
toric
syste
m o
pe
ratio
ns
info
rma
tio
n
•
Sup
po
rts t
he
dis
se
min
atio
n o
f re
al-tim
e t
rave
ler
info
rma
tio
n
•
Imp
rove
d v
isu
al in
form
atio
n f
or
de
cis
ion
ma
ke
rs
and
tra
ve
lers
Ro
ad
We
ath
er
Info
rma
tio
n S
ys
tem
s
(RW
IS)
Monitor
and
pre
dic
t ro
ad
way
cond
itio
ns to m
itig
ate
im
pacts
of ad
vers
e
cond
itio
ns (
WS
DO
T S
W R
eg
ion ITS
Pla
n
inclu
des p
r oje
cts
for
freew
ays)
Ad
vers
e w
inte
r w
eath
er
in t
he r
eg
ion r
eq
uires
ad
ditio
nal m
ain
tenance r
esourc
es t
o p
rovid
e a
safe
and
accessib
le t
ransp
ort
ation n
etw
ork
. R
WIS
s a
nd
road
cond
itio
n c
am
era
s a
t th
ese locations c
an h
elp
pla
n f
or
and
sup
port
resourc
e a
llocation.
•
Red
uc
es v
eh
icle
sp
ee
d b
y u
p t
o 5
mp
h d
urin
g
ad
vers
e w
ea
the
r
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Imp
rove
s s
afe
ty b
y r
ed
uc
ing
cra
sh
es u
p t
o 1
5
perc
en
t
•
Pro
vid
es in
form
atio
n f
or
de
cis
ion
-ma
ke
rs a
nd
travele
rs
•
Imp
rove
s m
ain
ten
an
ce
re
so
urc
e a
lloc
atio
n
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
TR
AN
SIT
MA
NA
GE
ME
NT
& O
PE
RA
TIO
NS
Au
tom
ate
d V
eh
icle
Lo
ca
tio
n (
AV
L)
an
d
Co
mp
ute
r A
ide
d D
isp
atc
h (
CA
D)
C-T
RA
N
uses A
VL a
nd
CA
D o
n their fi x
ed
route
and
para
transit fl e
et.
C-T
RA
N p
lans t
o c
ontinue t
he u
se o
f A
VL a
nd
CA
D b
ecause o
f th
e m
any b
enefi ts
to t
heir s
yste
m
op
era
tors
and
tra
nsit u
sers
. S
erv
ice p
lanners
can
als
o a
naly
ze d
ata
to d
ete
rmin
e if
the c
urr
ent
route
str
uctu
re is p
rovid
ing
the g
reate
st
effi c
iencie
s a
nd
if
se
rvic
e c
hang
es a
re h
avin
g t
he d
esired
effect.
•
Imp
rove
s o
n-t
ime
pe
rfo
rma
nc
e
•
Red
uc
es o
pe
ratio
ns a
nd
ma
inte
na
nc
e c
osts
•
Enhan
ce
s p
asse
ng
er
co
nve
nie
nc
e b
ec
au
se
it
sup
port
s r
ea
l-tim
e t
ran
sit a
rriv
al in
form
atio
n
Au
tom
ate
d P
as
se
ng
er
Co
un
tin
g (
AP
C)
C-T
RA
N u
ses A
PC
to c
ount th
e n
um
ber
of
passeng
ers
ente
ring
and
exitin
g a
tra
nsit
vehic
le.
C-T
RA
N u
ses d
ata
fro
m its
AP
C s
yste
m t
o c
alc
ula
te
rid
ers
hip
and
assess p
asseng
er
load
ing
on a
sto
p-
by-s
top
basis
. A
PC
data
sup
port
s f
ed
era
l re
port
ing
req
uirem
ents
.
•
Allo
ws a
sse
ssm
en
t o
f e
xis
tin
g t
rave
ler
de
ma
nd
•
Sup
po
rts t
ran
sit r
ou
te a
nd
sto
p p
lan
nin
g
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
21CHAPTER 3 REGIONAL TSMO STRATEGIES
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
TR
AN
SIT
MA
NA
GE
ME
NT
& O
PE
RA
TIO
NS
Tra
ns
it S
ign
al
Pri
ori
ty (
TS
P)
C-T
RA
N h
as
a p
ilot p
roje
ct und
erw
ay a
nd
most sig
naliz
ed
inte
rsections a
re e
quip
ped
to s
up
port
TS
P
Th
e u
se o
f TS
P w
ill r
ed
uce d
ela
y t
o C
-TR
AN
buses
to im
pro
ve t
ravel-tim
e r
elia
bili
ty a
nd
incre
ase
passeng
er
thro
ug
hp
ut
at
sig
naliz
ed
inte
rsections.
•
Red
uc
es d
ela
y a
t tr
affi c
sig
na
ls
by u
p t
o 4
5
perc
en
t
•
Red
uc
es t
ran
sit t
rave
l-tim
e b
y 5
to
25
pe
rce
nt
•
Imp
rove
s t
rave
l-tim
e r
elia
bili
ty
•
Incre
ase
s p
asse
ng
er
thro
ug
hp
ut
•
Red
uc
es s
yste
m o
pe
ratio
na
l c
osts
if
fl e
et
ca
n b
e
red
uce
d
Tra
ns
it S
pe
ed
Re
lia
bil
ity
Ad
d tra
nsit lanes
or
queue jum
ps a
t b
ottle
neck locations o
n h
igh
rid
ers
hip
route
s o
r use fre
ew
ay s
hould
ers
for
ad
ditio
nal tr
ansit c
ap
acity for
transit, p
art
icula
rly
during
sto
p-a
nd
-go c
ond
itio
ns
Th
is s
trate
gy w
ill p
rovid
e p
refe
rential tr
eatm
ent
to
C-T
RA
N b
uses o
ver
oth
er
mod
es a
t cong
este
d
locations t
o s
up
port
tra
nsit t
ravel-tim
e r
elia
bili
ty.
Th
e H
igh C
ap
acity T
ransit s
tud
y r
ecom
mend
s
that
C-T
RA
N u
se t
he s
hould
ers
on I
-205 d
uring
co
ng
este
d p
eriod
s.
C-T
RA
N is a
lso investig
ating
this
possib
ility
for
I-5.
•
Red
uc
es t
ran
sit d
ela
y
•
Imp
rove
s t
ran
sit t
rave
l-tim
e r
elia
bili
ty
•
More
effi c
ien
t u
se
of
exis
tin
g r
oa
dw
ay p
ave
me
nt
and
ca
pa
city
•
Incre
ase
s t
ran
sit r
ide
rsh
ip
•
Busin
ess A
cc
ess T
ran
sit (
BA
T)
Re
gio
na
l Tra
ns
it F
are
In
teg
rati
on
U
se s
mart
card
s o
r m
ag
netic s
trip
e technolo
gie
s to c
olle
ct
transit fare
paym
ents
for
the e
ntire
Vancouver
and
Port
land
metr
op
olit
an r
eg
ion
A larg
e n
um
ber
of
transit r
iders
use b
oth
C-T
RA
N
an
d T
riM
et
to t
ravel b
etw
een a
nd
within
the
so
uth
west
Washin
gto
n a
nd
Port
land
metr
op
olit
an
are
a.
C-T
RA
N a
nd
TriM
et
have s
om
e s
hare
d
pass p
rog
ram
s t
od
ay a
nd
are
dis
cussin
g a
more
inte
gra
ted
ap
pro
ach.
•
Enhan
ce
s p
asse
ng
er
co
nve
nie
nc
e
•
Imp
rove
s m
on
ey h
an
dlin
g e
ffi c
ien
cie
s
Re
gio
na
l P
erf
orm
an
ce
Me
as
ure
s a
nd
Su
pp
ort
ive
Da
ta C
oll
ec
tio
n The P
OR
TAL
por t
ion o
f th
is p
roje
ct w
ill inclu
de d
ata
arc
hiv
ing
and
perf
orm
ance m
easure
ment d
evelo
pm
ent
for
road
ways, tr
ansit, and
fre
ight
Lim
ited
data
is c
urr
ently a
vaila
ble
to s
up
port
benefi t-
to-c
ost
ratio a
naly
sis
for
TS
MO
im
pro
vem
ents
. O
ther
syste
ms p
rod
uce d
ata
that
need
s t
o b
e a
rchiv
ed
and
ne
ed
s t
ools
to a
naly
ze t
he d
ata
in a
cost-
effective
manner.
•
Ab
ility
to
id
en
tify
effe
ctive
ne
ss o
f T
SM
O
investm
en
ts a
nd
to
be
tte
r ta
rge
t fu
ture
po
licie
s
and
syste
m im
pro
ve
me
nts
•
Sup
po
rts r
eg
ion
al p
lan
nin
g e
ffo
rts
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
22CHAPTER 3 REGIONAL TSMO STRATEGIES
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
FR
EIG
HT
MA
NA
GE
ME
NT
& O
PE
RA
TIO
NS
Re
al-
Tim
e a
nd
Pre
dic
tiv
e F
reig
ht
Info
rma
tio
n
Enab
le P
ort
users
to p
ost and
receiv
e
info
r mation o
n the location a
nd
sta
tus o
f fr
eig
ht
ship
ments
“Just-
in-t
ime”
freig
ht
syste
ms a
re incre
asin
gly
pre
vale
nt.
Im
pro
ved
fre
ight
info
rmation,
coup
led
with im
pro
ved
road
way s
yste
m info
rmation,
will
help
sup
port
these s
yste
ms.
•
Imp
rove
s f
reig
ht
rou
te p
lan
nin
g
•
Imp
rove
s f
reig
ht
mo
ve
me
nt
effi c
ien
cy
•
Incre
ase
s c
usto
me
r sa
tisfa
ctio
n
Ro
ad
sid
e T
ruc
k E
lec
tro
nic
Sc
ree
nin
g/
Cle
ara
nc
e P
rog
ram
s
Use tru
ck-t
o-r
oad
sid
e
com
munic
ations a
t check s
tations to tra
nsfe
r
r eg
ula
tory
data
or
weig
h-in-m
otion
Scre
enin
g/c
leara
nce p
rog
ram
s c
an h
elp
red
uce
dela
y t
o f
reig
ht
in t
he r
eg
ion a
s w
ell
as im
pro
ve t
he
effi c
iency o
f overs
ight
ag
encie
s.
•
Red
uc
es in
sp
ec
tio
n t
ime
by 1
5 t
o 6
5 p
erc
en
t
•
Red
uc
es f
reig
ht
tra
ve
l-tim
e,
de
lay,
an
d v
eh
icle
em
issio
ns
Tru
ck
Tra
ffic
Sig
na
l P
rio
rity
A
pp
ly tru
ck
sig
nal p
riority
on r
eg
ional fr
eig
ht corr
idors
to
allo
w g
reen p
hase e
xte
nsio
n to r
ed
uce the
freq
uency o
f tr
uck s
top
s a
t tr
affi c
sig
nals
Many tru
cks u
se M
ill P
lain
Boule
vard
to tra
vel b
etw
een
the r
eg
ional fr
eew
ay s
yste
m a
nd
the P
ort
of Vancouver.
The C
ity o
f Vancouver
is c
urr
ently testing
tru
ck s
ignal
priority
at tw
o tra
ffi c
sig
nals
on M
ill P
lain
Boule
vard
.
•
Red
uc
es n
um
be
r o
f tr
uc
k s
top
s a
t sig
na
ls (
tru
ck
sto
ps c
ost
ap
pro
xim
ate
ly $
3/s
top
)
•
Red
uc
es s
tart
-up
lo
st
tim
e f
or
tru
cks a
nd
ge
ne
ral
traffi c
Fre
igh
t D
ata
Co
lle
cti
on
C
olle
ct d
ata
to tra
ck
freig
ht m
ovem
ent th
roug
hout th
e r
eg
ion.
More
data
is n
eed
ed
to s
tud
y f
reig
ht
movem
ent
and
to p
lan f
or
futu
re im
pro
vem
ents
to s
up
port
the f
reig
ht
ind
ustr
y.
•
Imp
rove
s f
reig
ht
rou
te p
lan
nin
g
•
Incre
ase
s c
usto
me
r sa
tisfa
ctio
n
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
TR
AV
EL
ER
IN
FO
RM
AT
ION
Bi-
Sta
te T
rave
ler
Info
rma
tio
n I
nte
rop
era
bil
ity
WS
DO
T S
W R
eg
ion ITS
Pla
n inclu
des a
pro
ject
to a
dd
r ess b
i-sta
te tra
vele
r in
form
ation
I-5 a
nd
I-2
05 a
re h
eavily
used
for
travel b
etw
een t
he
south
west
Washin
gto
n a
nd
Port
land
metr
op
olit
an
are
as.
WS
DO
T a
nd
OD
OT t
ravele
r in
form
ation
syste
ms h
ave lin
ks t
o o
ne a
noth
er
and
both
ag
encie
s a
re e
xp
loring
op
tions f
or
makin
g t
hese
syste
ms m
ore
seam
less f
or
travele
rs.
•
Pro
vid
es in
form
atio
n f
or
tra
ve
lers
to
ma
ke
info
rme
d c
ho
ice
s
•
Incre
ase
s a
ttra
ctive
ne
ss o
f a
lte
rna
te m
od
es
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
Ro
ad
sid
e T
rave
ler
Info
rma
tio
n
Dis
se
min
ati
on
A
dd
variab
le m
essag
e s
igns
(VM
Ss)
and
hig
hw
ay a
dvis
or y
rad
io (
HA
R)
for
more
com
ple
te n
etw
ork
covera
ge (
WS
DO
T S
W
Reg
ion ITS
Pla
n inclu
des p
roje
cts
for
freew
ays)
WS
DO
T h
as s
uccessfu
lly u
sed
DM
Ss a
nd
HA
R in
the r
eg
ion t
o p
rovid
e e
n-r
oute
tra
vele
r in
form
ation.
•
Pro
vid
es in
form
atio
n f
or
tra
ve
lers
to
ma
ke
info
rme
d c
ho
ice
s
•
Red
uc
es d
ela
y
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
23CHAPTER 3 REGIONAL TSMO STRATEGIES
TS
MO
ST
RA
TE
GY
WH
Y A
PP
LY
ST
RA
TE
GY
TO
RE
GIO
N?
EX
PE
CT
ED
BE
NE
FIT
S
TR
AV
EL
ER
IN
FO
RM
AT
ION
Re
gio
na
l Tra
ve
ler
Info
rma
tio
n
Pro
vid
e s
tatic
and
real-tim
e tra
vele
r in
form
ation (
e.g
. in
cid
ents
,
main
tenance, constr
uction, tr
ansit a
rriv
als
) fr
om
all
reg
ional ag
encie
s fro
m o
ne c
entr
al syste
m
that p
rovid
es a
third
part
y g
ate
way; W
SD
OT S
W
Reg
ion ITS
Pla
n inclu
des p
roje
cts
for:
•
local ag
ency d
ata
entr
y tool
•
511 s
yste
m e
xp
ansio
n
•
private
part
ners
hip
for
info
rmation d
eliv
ery
•
mob
ile d
evic
e a
pp
lication
•
sub
scrip
tion tra
vele
r in
form
ation
Tod
ay’s
socie
ty h
as b
ecom
e a
ccusto
med
to h
avin
g
up
-to-d
ate
info
rmation a
t th
eir fi n
gert
ips.
Pro
vid
ing
travele
r in
form
ation u
sin
g a
variety
of
technolo
gie
s
(wheth
er
pub
licly
or
private
ly m
anag
ed
) allo
ws
travele
rs t
o m
ake info
rmed
decis
ions a
bout
trip
dep
art
ure
tim
es,
route
s,
and
tra
vel m
od
e.
•
Red
uc
es d
ela
y b
y u
p t
o 2
0 p
erc
en
t
•
Red
uc
es t
he
nu
mb
er
of
sto
ps a
nd
ve
hic
le
em
issio
ns b
y u
p t
o 5
pe
rce
nt
•
Pote
ntia
l to
im
pro
ve
tra
ve
l-tim
e r
elia
bili
ty
•
Red
uc
es c
rash
es
•
Pro
vid
es in
form
atio
n f
or
tra
ve
lers
to
ma
ke
info
rme
d c
ho
ice
s
•
Incre
ase
s a
ttra
ctive
ne
ss o
f a
lte
rna
te m
od
es
•
Incre
ase
s t
rave
ler
sa
tisfa
ctio
n w
ith
th
e
transp
ort
atio
n n
etw
ork
Re
al-
Tim
e T
ran
sit
Arr
iva
l In
form
ati
on
P
rovid
e
real-tim
e tra
nsit a
rriv
al in
form
ation b
y a
variety
of m
eans s
uch a
s w
aysid
e s
igns, in
-vehic
le
syste
ms, and
inte
ractive o
nlin
e/p
ers
onal d
evic
e
ap
plic
ations
C-T
RA
N is c
urr
ently im
ple
menting
auto
mate
d s
top
annuncia
tion (
AS
A)
on its
buses a
nd
inte
gra
ted
voic
e r
esp
onse (
IVR
), w
hic
h p
rovid
es r
eal-tim
e b
us
arr
ival in
form
ation f
or
fi xed
-route
s a
nd
confi rm
s
para
transit r
eserv
ations.
•
Enhan
ce
s p
asse
ng
er
co
nve
nie
nc
e
•
Incre
ase
s a
ttra
ctive
ne
ss o
f tr
an
sit
Pre
dic
tiv
e T
rave
ler
Info
rma
tio
n D
evelo
p
mod
els
/tools
that can p
red
ict tr
avel cond
itio
ns
As m
ore
data
is a
rchiv
ed
in P
OR
TAL, it m
ay b
e
possib
le to d
evelo
p a
tool th
at p
red
icts
tra
vel
cond
itio
ns b
ased
on h
isto
ric info
rmation. P
ub
lic/p
rivate
part
ners
hip
s m
ay a
lso b
e e
xp
lore
d b
ecause there
are
private
com
panie
s (
e.g
. IN
RIX
) th
at use a
vaila
ble
data
to p
rovid
e c
uttin
g e
dg
e tra
ffi c
info
rmation.
•
Pro
vid
es in
form
atio
n f
or
tra
ve
lers
to
ma
ke
info
rme
d c
ho
ice
s
•
Incre
ase
s t
rave
ler
sa
tisfa
ctio
n w
ith
th
e
transp
ort
atio
n n
etw
ork
Tra
ns
it T
rip
-Pla
nn
ing
We
bs
ite
W
SD
OT S
W
Reg
ion ITS
Pla
n inclu
des a
pro
ject fo
r re
gio
nal
trip
pla
nnin
g. C
-TR
AN
’s w
eb
site a
lread
y
inclu
des a
trip
pla
nnin
g featu
re that th
ey p
lan to
enhance
Tra
nsit t
rip
pla
nnin
g t
ools
enab
le t
ravele
rs t
o m
ake
info
rmed
tra
vel d
ecis
ions b
oth
pre
-trip
and
en-r
oute
.
•
Incre
ase
s a
ttra
ctive
ne
ss o
f tr
an
sit
•
Enhan
ce
s p
asse
ng
er
co
nve
nie
nc
e
Pa
rkin
g A
va
ila
bil
ity I
nfo
rma
tio
n P
rovid
e r
eal-
tim
e info
rmation a
bout p
ark
ing
availa
bili
ty for
hig
h d
em
and
park
ing
are
as. R
eal-tim
e p
ark
ing
info
rmation c
ould
pote
ntially
be inclu
ded
as a
link o
n the a
fore
mentioned
tra
nsit trip
-pla
nnin
g
web
site
Park
ing
info
rmation s
up
port
s t
ravele
r d
ecis
ions
rela
ted
to r
oute
and
mod
e c
hoic
e,
whic
h in t
urn
help
s t
he o
vera
ll tr
ansp
ort
ation s
yste
m o
pera
te m
ore
effi c
iently.
•
More
effi c
ien
t u
se
of
roa
dw
ay c
ap
ac
ity a
dja
ce
nt
to
hig
h d
em
an
d p
ark
ing
are
as
•
Imp
rove
s t
raffi c
fl o
w
•
Incre
ase
s a
ttra
ctive
ne
ss o
f tr
an
sit
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
24CHAPTER 3 REGIONAL TSMO STRATEGIES
Mutually-Supportive Strategies that Strengthen TSMOTable 7 identifi es mutually-supportive (i.e. non-technology based) strategies that could be used in combination with
the TSMO strategies listed in Table 6 to improve the performance of the regional transportation system. These are
distinct from the TSMO strategies described in the previous section and do not involve real-time management of the
transportation system. Mutually-supportive strategies may have higher costs or a lengthy implementation period,
and in some cases may require physical changes to the roadway. For example, access management strategies
could be used along with enhanced traffi c signal operations to improve traffi c fl ow that can be disrupted by turning
vehicles accessing businesses.
Table 7: Mutually-Supportive Strategies that Strengthen TSMO
Shared
communications
network
Continue to share communica-
tions infrastructure between
agencies to support transporta-
tion network.
WSDOT, Clark County, and the
City of Vancouver have found
their communications sharing
efforts benefi cial. The current
network, plus expansion,
supports the systems and
inter-agency coordination
included in many TSMO
strategies.
• Enables system integration
and information sharing
• Capital and maintenance
cost-sharing between
agencies reduces costs for
each agency
Bottleneck removal While typically a capacity
strategy, bottleneck removal
can also support systems
management and operation
and may include geometric
improvements, new lanes, and
temporary shoulder use.
Bottleneck removal should be
considered to support TSMO
strategies as applicable. For
example, an additional turn
lane may be needed for extra
capacity to support the detour
of traffi c from a major route to
a parallel route.
• Reduces crashes
• Reduces delay
• Potential to improve travel-
time reliability
Access
management
Access management includes
many sub-strategies such
as access closure, access
restriction (i.e. medians,
channelization, right-in / right
out), access sharing and
consolidation, and street
connectivity.
Access management is
primarily addressed during
the development review
process. Region wide access
management standards and
policies may be established
to help support system
operations at a broader level
(e.g. along with a corridor
improvement project).
• Reduces crashes because
it reduces the number of
potential confl ict points for
vehicles, bicyclists, and
pedestrians
• Increases capacity, traffi c
fl ow, and travel speed
• Potential to improve travel-
time reliability
High capacity
transit/Enhanced
fi xed-routes
C-TRAN’s 2030 Transit Develop-
ment Plan includes light rail,
bus rapid transit and enhance-
ments to fi xed-routes.
High capacity transit itself
helps manage system
demand and can be used in
conjunction with a number of
TSMO strategies.
• Increases passenger
throughput
• More effi cient use of
roadway capacity
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
25CHAPTER 3 REGIONAL TSMO STRATEGIES
TSMO Strategies with Political and Policy Implications Although the TSMO strategies described in Table 8 (automated enforcement, congestion pricing, and electronic
toll collection) have been successfully implemented in other regions, implementation of these strategies requires
changes at the policy level. The key transportation stakeholders involved in the development of this plan understand
that these strategies may benefi t future traffi c operations as long as policymakers and the general public support
their use.
Table 8: TSMO Strategies that require Political and Policy Changes to Implement
Automated
enforcement
Automatically issue tickets
for red light running,
speeding, or toll avoidance
at locations with compliance
issues
Public opinion surveys in
the U.S. in 2001 found that
approximately 60 to 80
percent of drivers approve
the use of automated
enforcement.
• Reduces red light violations
by 10 to 75 percent
• Reduces severity and
number of turning and angle
crashes
• Reduces travel speeds
• Increases legal compliance
Congestion pricing To manage demand on
congested facilities a
number of pricing strategies
may be used at all times
or by time of day: variable
priced lanes, variable
tolls on entire roadways or
roadway segments, cordon
charging, or area-wide
charging.
This strategy may be an
option for facilities that are
over capacity for extended
periods of time and capacity
improvements are not
practical or feasible to fund.
• Diverts traffi c to other modes
or off-peak time periods
• Improves level of service
during peak periods
• Potential to improve travel-
time reliability
Electronic toll
collection
Apply where tolling or
congestion pricing may be
considered (e.g. Columbia
River Crossing)
If tolling or congestion
pricing are applied to any
regional facilities, electronic
toll collection reduces
impacts to traffi c fl ow
while also keeping system
administration costs lower.
• Reduces travel delay and
vehicle emissions
• Potential to improve travel-
time reliability
• Cost savings for electronic
toll lane over staffed toll lane
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
26CHAPTER 3 REGIONAL TSMO STRATEGIES
Fig
ure
8: T
SM
O S
trat
egie
s Im
plem
enta
tion
Sta
te o
f Pra
ctic
e an
d Fu
ture
Vis
ion
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
27CHAPTER 3 REGIONAL TSMO STRATEGIES
Vision for TSMO Strategy Implementation
At the beginning of the planning process, stakeholders
were asked to evaluate the TSMO strategies in Table 6
to rate the current state of practice in the region for each
strategy, and the degree to which they would like to see
the strategy implemented in the future. The evaluation
scale ranges from zero (strategy is non-existent in the
region today) to fi ve (strategy is implemented to its
fullest). Figure 8 on the previous page illustrates the
current state of practice and goal for each strategy and
includes a legend describing the evaluation scale.
The graphic notes several strategies where the
evaluation differs for WSDOT compared to Clark County
and the City of Vancouver. These distinctions recognize
that WSDOT operates a mostly limited-access roadway
network, while the County and City operate arterial and
collector roadways with numerous traffi c signals. It is
also recognized that the benefi ts of some strategies will
differ depending on the type of roadway network.
Emerging TSMO StrategiesAs seen in Figure 8, there are a number of strategies that
agencies would like to implement to their fullest extent;
likewise, there are many strategies that stakeholders
want to expand from a limited use today to a more
region-wide application in the future. The strategies
with the largest change in degree of implementation
(score of one today and fi ve in the future) include:
• Predictive traveler information
• Real-time and predictive freight information
Other key emerging strategies with a large change in
degree of implementation (score of two today and fi ve
in the future or score of one today and four in the future)
include:
• Regional performance measures and supportive
data collection
• Regional incident and emergency management
• Traffi c surveillance
• Real-time transit arrival information
• Transit signal priority
• Parking availability information
In addition, other future implementation with a moderate
change compared to today include:
• Active traffi c management
• Enhanced traffi c signal operations
• Regional transit fare integration
• Freight data collection
• Bi-state traveler information interoperability
• Regional multi-agency transportation management
centers (TMC)
• Transit speed and reliability
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
28CHAPTER 3 REGIONAL TSMO STRATEGIES
Key Concepts:
• Performance Measures help regional agencies
evaluate the effectiveness of TSMO strategies in
meeting regional Transportation Needs.
• Data generated by ITS systems and collected
though the PORTAL regional data archive are a
rich source to evaluate transportation system and
TSMO performance.
• A proactive approach to data collection and
instrumentation is required to effectively
implement a TSMO performance measurement
program.
IntroductionA key objective of the TSMO Plan is to enable better
measurement of the effectiveness of TSMO strategies
in meeting transportation needs. In the next few years,
the rich data set generated by fi eld ITS systems can
be stored and analyzed in ways that were never
before possible, thanks to the integration of southwest
Washington agencies with the PORTAL regional data
archive. This chapter presents candidate performance
measures for the regional TSMO program, which
promote continual evaluation and performance of the
contributions of TSMO to meeting the goals of the
regional transportation strategy.
Role of Performance Measures in TSMO
Generally, the benefi ts of TSMO strategies have been
diffi cult to quantify due to a lack of data, undefi ned
methods, or simply a lack of acknowledged and
adopted performance measures. Compared to
conventional transportation infrastructure investment,
for which a wide array of analytic tools, models
and decision-making methods exist, the quantitative
evaluation of TSMO measures is in its formative stages.
This increases the diffi culty of ‘making the case’ for
TSMO in the regional transportation decision making
process, because the benefi ts of TSMO investments
are not easily compared or captured.
Performance measurement of the transportation
system provides transportation professionals and
decision-makers with an ongoing understanding of
the effectiveness of TSMO strategies. This is needed
so they can identify which strategies most benefit
the transportation network and allocate resources
accordingly. It also supports the sharing of real-time
Chapter 4
TSMO Performance Measures
JUNE 2011
29CHAPTER 4 TSMO PERFORMANCE MEASURES
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
and archived data to support active management and
operation of the transportation system.
The U.S. Department of Transportation (U.S. DOT)
strongly advocates that transportation agencies
throughout the country adopt performance-based
outcomes, particularly for TSMO. They encourage
this approach by allocating funding to programs that
support the national transportation strategic goals :
• Safety
• Reduced congestion
• Global connectivity
• Environmental stewardship
• Security, preparedness and response
• Organizational excellence
For each strategic goal the U.S. DOT has identifi ed
strategies, desired outcomes, and performance
measures. Each fiscal year federal transportation
budgets are devised on how well programs are meeting
the performance measures under each strategic goal.
The U.S. DOT provides suggestions for establishing a
performance measurement program :
• Create a performance measurement committee
within the MPO
• Borrow ideas from other regions
• Identify key measures and develop data collection
tools to support them
• Publish a performance report regularly
• Develop performance measures with input from
the managers involved in day-to-day system
operations
Agencies within the southwest Washington urban
area measure transportation system performance in
a variety of ways and in varying degrees today, but
they envision a more robust regional performance
measurement program in the future as stated in the
goals at the outset of this plan.
Regional TSMO Performance Measures
Table 9 lists the candidate performance measures
that stakeholders have identified for monitoring
transportation system performance in the region. The
candidate performance measures column includes
the key performance measurement areas important
to stakeholders and the sample measurement column
provides examples of how these areas may be
measured.
Table 10 identifi es how the candidate performance
measures link to each of the regional TSMO strategies
from Chapter 3. Many of the performance measures
may be used to evaluate the performance of multiple
TSMO strategies.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
30CHAPTER 4 TSMO PERFORMANCE MEASURES
Table 9: Candidate Performance Measures
CANDIDATE PERFORMANCE MEASURES SAMPLE MEASUREMENT
Incident response • Number/type of incident responses
• Incident duration
• Incident response time
• Average incident clearance time
Collision rate • Rate/number of primary collisions
• Rate/number of secondary collisions
• Rate/number of fatalities
• Rate/number of injuries
Travel-time • Average travel-time
• Average speed
Travel-time reliability • Travel-time index
• Planning time index
• Buffer time index
• On-time transit performance
Recurring delay • Vehicle delay
• Person delay
• Freight delay
Non-recurring delay • Vehicle delay
• Person delay
• Freight delay
Throughput – vehicles • Vehicle volume per hour
Throughput – passengers • Passenger trips per vehicle revenue hour and mile
• Passenger load (ridership/capacity)
Throughput – freight • Freight volume
• Travel-times on key freight corridors
Hours of congestion • Duration of congestion
Greenhouse gas emissions • Vehicle miles traveled
• Vehicle emissions- CO2, CO, NOx, VOC
• Transit vehicle fuel effi ciency
Customer satisfaction • Percent of population highly satisfi ed or satisfi ed with
travel conditions
• Complaint/compliment rate
• Number/type of calls to 511 or transit advisory telephone
• Number/type of hits on traveler information website
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
31CHAPTER 4 TSMO PERFORMANCE MEASURES
Table 10: Linking the Candidate Performance Measures to TSMO Strategies
TSMO STRATEGIES
CANDIDATE PERFORMANCE MEASURES
INC
IDE
NT
RE
SP
ON
SE
CO
LL
ISIO
N R
AT
E
TR
AV
EL
-TIM
E
TR
AV
EL
-TIM
E R
EL
IAB
ILIT
Y
RE
CU
RR
ING
DE
LA
Y
NO
N-R
EC
UR
RIN
G D
EL
AY
TH
RO
UG
HP
UT
- V
EH
ICL
E
TH
RO
UG
HP
UT
- P
AS
SE
NG
ER
HO
UR
S O
F C
ON
GE
ST
ION
GR
EE
NH
OU
SE
GA
S
EM
ISS
ION
S
CU
ST
OM
ER
SA
TIS
FA
CT
ION
RE
GIO
NA
L M
AN
AG
EM
EN
T &
OP
ER
AT
ION
S
Regional multi-agency
transportation management
center (TMC)
Bi-state incident
management Regional incident and
emergency management Event management Work zone management Regional performance
measures and supportive
data collection
RO
AD
WA
Y M
AN
AG
EM
EN
T
& O
PE
RA
TIO
NS
Active traffi c management Freeway/arterial integrated
corridor management (ICM) Ramp metering Enhanced traffi c signal
operations Traffi c surveillance Road weather information
systems
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
32CHAPTER 4 TSMO PERFORMANCE MEASURES
TSMO STRATEGIES
CANDIDATE PERFORMANCE MEASURES
INC
IDE
NT
RE
SP
ON
SE
CO
LL
ISIO
N R
AT
E
TR
AV
EL
-TIM
E
TR
AV
EL
-TIM
E R
EL
IAB
ILIT
Y
RE
CU
RR
ING
DE
LA
Y
NO
N-R
EC
UR
RIN
G D
EL
AY
TH
RO
UG
HP
UT
- V
EH
ICL
E
TH
RO
UG
HP
UT
- P
AS
SE
NG
ER
HO
UR
S O
F C
ON
GE
ST
ION
GR
EE
NH
OU
SE
GA
S
EM
ISS
ION
S
CU
ST
OM
ER
SA
TIS
FA
CT
ION
TR
AN
SIT
MA
NA
GE
ME
NT
& O
PE
RA
TIO
NS
Automated vehicle location
(AVL) and computer aided
dispatch (CAD)
Automated passenger
counting (APC) Transit signal priority (TSP) Transit speed and reliability Regional transit fare
integration
FR
EIG
HT
MA
NA
GE
ME
NT
& O
PE
RA
TIO
NS
Real-time and predictive freight
information Roadside truck electronic
screening/clearance programs Truck traffi c signal priority (TSP) Freight data collection
TR
AV
EL
ER
IN
FO
RM
AT
ION
BI-
STA
TE
TR
AV
EL
ER
IN
FO
RM
A-
TIO
N I
NT
ER
OP
ER
AB
ILIT
Y
Bi-state traveler information
interoperability Roadside traveler information
dissemination Regional traveler information Predictive traveler information Real-time transit arrival
information Transit trip planning website Parking availability information
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
33CHAPTER 4 TSMO PERFORMANCE MEASURES
Regional Data Sources
Table 11 lists the regional data sources that are available to support TSMO performance measurement or that
are planned for development. Both Clark County and the City of Vancouver recently upgraded their central traffi c
signal system to ATMS.now, which has the ability to generate many types of performance measurement reports or
to provide data to calculate performance measures as described here.
Table 12 details the performance measures that are available through the ATMS.now signal system.
Table 11: Regional Data Sources for Performance Measures
DATA SOURCE NOTES
System detectors (speed, volume, occupancy) Speed, volume, and occupancy data available from
WSDOT, Clark County, and City of Vancouver; WSDOT
detectors also provide truck volumes; Communications
needed to older County and City detectors to access
the data. Some older detectors will require new wiring to
provide individual lane information.
24-hour and turn movement counts Mostly available in hard copy or PDF format; The central
traffi c signal system can be confi gured to automatically
collect turn movement counts, but in some cases
modifi cations to existing detectors will be required. In
the future agencies should request this data in its native
electronic format.
Bicycle and pedestrian counts In the future agencies should request this data be included
with vehicular counts; ATMS. now can report how many
pedestrian calls are made on each leg of a traffi c signal.
ATMS.now traffic signal system Please see Table 12.
Truck origin-destination data The Port of Vancouver is working with the University of
Washington to develop data collection methodology.
WSDOT incident data Available from radio log and CAD system.
WSP accident reports Accident reports for all jurisdictions are sent to and are
available through WSP.
C-TRAN systems Data available to evaluate the transit performance
measures included in the early portion of this document.
Greenhouse gas emissions The City of Portland is currently developing methodology
that may also be used in southwest Washington.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
34CHAPTER 4 TSMO PERFORMANCE MEASURES
CA
ND
IDA
TE
PE
RF
OR
MA
NC
E M
EA
SU
RE
S
AT
MS
.NO
W D
ATA
NO
TE
SA
VA
ILA
BL
E
DIR
EC
TLY
RE
QU
IRE
S
CA
LC
UL
AT
ION
S
INC
IDE
NT
DU
RA
TIO
N
Incid
ent D
ura
tion
In
cid
en
t tr
igg
ers
mu
st
be
se
t u
p t
o p
rovid
e s
tart
tim
e a
nd
sto
p t
ime
(se
e s
ec
tio
n 5
.15
of
the
Na
zte
c
Op
era
tio
ns m
an
ua
l fo
r A
TM
S.n
ow
)
Incid
ent R
esp
onse T
ime
Avera
ge Incid
ent C
leara
nce T
ime
CO
LL
ISIO
N R
AT
E
Rate
/Num
ber
of P
rim
ary
Colli
sio
ns
Rate
/Num
ber
of S
econd
ar y
Colli
sio
ns
Rate
/Num
ber
of F
ata
litie
s
Rate
/Num
ber
of In
juries
TR
AV
EL
TIM
EA
vera
ge T
ravel-tim
e
Can b
e c
alc
ula
ted
fro
m a
vera
ge s
peed
Avera
ge S
peed
A
vaila
ble
in
re
po
rt f
orm
at
fro
m d
ete
cto
rs
TR
AV
EL
-TIM
E
RE
LIA
BIL
ITY
Tra
vel-tim
e Ind
ex
Pla
nnin
g T
ime Ind
ex
Buffer
Tim
e Ind
ex
On-T
ime T
ransit P
erf
orm
ance
RE
CU
RR
ING
DE
LA
Y
Vehic
le D
ela
y
LO
S a
nd
v/c
ratios a
re p
rovid
ed
by inte
rsection
for
sele
cte
d t
ime p
eriod
; C
ycle
and
gre
en t
ime
are
availa
ble
to a
llow
for
an a
uto
mate
d H
CM
calc
ula
tion
Pers
on D
ela
y
Fre
ight D
ela
y
NO
N-
RE
CU
RR
ING
DE
LA
Y
Vehic
le D
ela
y
LO
S a
nd
v/c
ratios a
re p
rovid
ed
by inte
rsection
for
sele
cte
d t
ime p
eriod
Pers
on D
ela
y
Fre
ight D
ela
y
Tabl
e 12
: Pot
entia
l Per
form
ance
Mea
sure
s A
vaila
ble
with
AT
MS
.now
Tra
ffic
Sig
nal S
yste
mSOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCIL
REGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
35CHAPTER 4 TSMO PERFORMANCE MEASURES
CA
ND
IDA
TE
PE
RF
OR
MA
NC
E M
EA
SU
RE
S
AT
MS
.NO
W D
ATA
NO
TE
SA
VA
ILA
BL
E
DIR
EC
TLY
RE
QU
IRE
S
CA
LC
UL
AT
ION
S
TH
RO
UG
HP
UT
-
VE
HIC
LE
Vehic
le V
olu
me p
er
Hour
A
vaila
ble
by inte
rsection f
or
sele
cte
d t
ime
perio
d (
resolu
tion d
ow
n t
o o
ne m
inute
)
TH
RO
UG
HP
UT
-
PA
SS
EN
GE
R
Passeng
er
Trip
s p
er
Vehic
le
Revenue H
our
and
Mile
Passeng
er
Load
(R
iders
hip
/
Cap
acity)
HO
UR
S O
F
CO
NG
ES
TIO
N
Dura
tion o
f C
ong
estion
A
vaila
ble
by lane,
by inte
rsection,
or
by
occu
pancy f
or
sele
cte
d t
ime p
eriod
(see
sectio
n 4
.8.4
1 o
f th
e N
azte
c O
pera
tions
manual fo
r A
TM
S.n
ow
)
GR
EE
NH
OU
SE
GA
S
EM
ISS
ION
S
Vehic
le M
iles T
ravele
d
Vehic
le E
mis
sio
ns –
CO
2, C
O,
NO
x, V
OC
May b
e c
alc
ula
ted
fro
m a
vera
ge t
ravel-tim
e
and
avera
ge s
peed
Tra
nsit V
ehic
le F
uel E
ffi c
iency
CU
ST
OM
ER
SA
TIS
FA
CT
ION
Perc
ent of P
op
ula
tion H
ighly
Satisfi ed
or
Satisfi ed
with T
ravel
Cond
itio
ns
Com
pla
int/C
om
plim
ent R
ate
TR
AN
SIT
SIG
NA
L
PR
IOR
ITY
Num
ber
of Tra
nsit P
riority
Req
uests
With t
ransit p
riority
mod
ule
a r
ep
ort
is
pro
vid
ed
; w
ithout
transit p
riority
mod
ule
the m
easure
eq
uals
the n
um
ber
of
buses
req
uesting
priority
reg
ard
less o
f w
heth
er
they
have
been s
erv
ed
Tra
nsit P
riority
Events
Serv
ed
W
ith t
ransit p
riority
mod
ule
a r
ep
ort
is p
rovid
ed
Dura
tion o
f G
reen T
imes
P
rovid
ed
as a
rep
ort
or
can b
e w
atc
hed
with r
eal-tim
e g
rap
hic
al sp
lit m
onitoring
(see
sectio
n 4
.3.1
.7 o
f th
e N
azte
c O
pera
tions
manual fo
r A
TM
S.n
ow
)
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
36CHAPTER 4 TSMO PERFORMANCE MEASURES
Role of the PORTAL Regional Data Archive
The PORTAL data archive, developed in 2004 and
operated/maintained by Portland State University
(PSU), is the offi cial transportation data archive for the
Portland/Vancouver metropolitan area and plays a key
role in performance measurement. It supports:
• Building a performance-based long-range
transportation plan
• Increased focus on better management of the
transportation system
• Decision making beyond traditional level-of-service
analysis
Today PORTAL includes freeway data, incident data,
traffi c counts, parking data and weather information.
RTC is one of the PORTAL partners and they represent
the interests of transportation agencies in the Vancouver
urban area. TSMO Steering Committee members are
collaborating with PSU to assess data capabilities and
reporting needs to expand the functionality of PORTAL
in order to achieve the following goals:
• Validate WSDOT detector data
• Develop methodology and begin archiving arterial
data from Clark County and Vancouver
• Develop methodology and begin archiving C-TRAN
data
• Support data download so agency personnel have
access to data stored in PORTAL for customized
reporting
• Develop tools to improve user interface and
automate performance measurement reports
Users of PORTAL include researchers, local
transportation planners and engineers, and the local
news media. PORTAL is set up to allow downloading of
raw data, which is of particular interest to researchers,
but is also set up to generate reports based on user
parameters, which is of interest to the operators of the
transportation network. Currently PORTAL analysis
capabilities include:
• Performance monitoring
• Comparison of data across time from fi eld devices
• Comparison of design performance
• Measurement of traffi c incident impacts
PSU has been rolling out PORTAL 2.0 to further
enhance the performance measurement reports based
on input from the transportation operators, including
southwest Washington agencies.
The key benefi ts of using PORTAL as the centralized
transportation data archive in southwest Washington
are:
• Accessibility of transportation data;
• Performance measures that support regional
transportation planning, operations and investment
decisions; and
• Financial savings due to regional partnerships.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
37CHAPTER 4 TSMO PERFORMANCE MEASURES
Key Concepts
• Regional TSMO services are delivered through
the actions of individual agencies with specifi c
and agreed upon roles and responsibilities.
• Agency responsibilities include planning,
funding, owning, operating, and maintaining
TSMO resources and infrastructure.
• Regional Concepts for Transportation Operations
have been developed for fi ve TSMO focus
areas: Regional Management and Operations;
Roadway Management and Operations;
Transit Management and Operations; Freight
Management and Operations; and Traveler
Information.
IntroductionThe success of Transportation System Management
and Operations (TSMO) strategies is as contingent
upon successful interagency working relationships as it
is about implementation of enabling ITS technologies.
This chapter describes the operational relationships
among stakeholder agencies necessary to support
TSMO strategies in southwest Washington, also known
as a Regional Concept for Transportation Operations
(RCTO).
The idea of a RCTO grew out of work by the Federal
Highway Administration to facilitate the implementation
of TSMO strategies to optimize the use of existing
infrastructure across modes. The objective of an
RCTO is to focus on an operational area of regional
signifi cance (e.g., traveler information) over a relatively
short planning horizon of 3-5 years. The RCTO
complements the Regional ITS Architecture by focusing
on an institutional view, rather than solely an ITS view, of
transportation operations.
Clark County is in an admirable position in terms of its
track record of regional cooperation in transportation
operations. It has been nationally recognized for its
collaborative approach to ITS implementation and
transportation system operations, both in day-to-
day operations and in strategic coordination through
VAST for project development and funding . This
collaboration extends across the state line to include
planning, operations, and response agencies in
Oregon. These relationships make possible the
implementation of coordinated incident response
plans, infrastructure sharing, and data interfaces
among regional ITS devices – all tactics that support a
regional, collaborative approach to operations.
The Vancouver Area Smart Trek (VAST)
program in Clark County has
been nationally recognized as a model for regional
transportation operations
collaboration.
Chapter 5
Regional Concept of Operations
JUNE 2011
39CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
Purpose of the Regional Concept of Transportation of Operations
As the region moves forward to implement newer and
more sophisticated TSMO strategies, the Regional
Concept for Transportation Operations provides
framework guidance for the type of inter-agency
coordination that will be required to support those
strategies.
Comparing the current state of TSMO practice in
the region, implementation of the TSMO strategies
identifi ed in this plan suggests that in the future:
• There will be a greater degree of agency
collaboration across jurisdictional boundaries to
implement TSMO strategies in meeting regional
needs.
• There will be a need for more formalized real-
time operational response and coordination
plans involving multiple agencies (e.g., integrated
corridor management, traffi c diversions, and event
management).
• There will be more numerous system-to-system
interfaces across agency jurisdictions requiring
design, operation, and maintenance (e.g. transit
signal priority).
• There will be a higher degree of data analysis to
support performance measurement and planning,
drawing upon multiple data source systems and
agencies.
The RCTO serves as a blueprint for key intra-agency
and agency-to-agency relationships in delivering TSMO
services in the region. Some of these relationships
may merit the development (or update) of formalized
interagency agreements among the parties.
The RCTO also describes the nature of a specific
agency’s participation in supporting the implementation
of TSMO strategies in the region (e.g. direct operational
roles, technology support and maintenance roles, etc).
The roles of an agency in supporting future TSMO
initiatives may require different resource allocation,
staff resources, training, and capital infrastructure as
compared to current practices.
From the perspective of an individual agency as well as
the region, it is important to understand the implications
of TSMO implementation as described in the RCTO
on transportation policies, practices, and resource
allocation.
Relationship of the Regional Concept of Transportation Operations
A key point in understanding the Regional Concept for
Transportation Operations is that it is not intended to
replace the “Concept of Operations” developed as part
of an ITS project design process. The RCTO is more
regional in scope, and presents a broader framework
for institutional coordination. By contrast, a project
concept of operations more explicitly describes the
detailed technical functioning and relationships of a
specifi c ITS project or system being implemented.
The RCTO provides a reference point for project-level
systems engineering and concepts of operation by
describing the regional context in which any individual
project exists. Efforts at the project level may also
result in more specifi c interagency agreements for that
project, such as data interface standards or day-to-day
operational responsibilities of agency staff. The RCTO
is a management tool to help partnering agencies
reach consensus on what they want to achieve with the
Plan, and what they need to get there. By implementing
an RCTO, partners put operations strategies into action
that will be sustained over the long-term.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
40CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Organization of the Regional Concept of Transportation Operations
Regional Concept for Transportation Operations
scenarios have been developed for each of the five
categories of TSMO strategies introduced previously:
• Regional Management and Operations
• Roadway Management and Operations
• Transit Management and Operations
• Freight Management and Operations
• Traveler Information
Each Regional Concept for Transportation Operations
includes:
• A description of the Transportation System
Management and Operations strategy group;
• A list of the TSMO strategies included within the
RCTO;
• An RCTO concept diagram indicating the high-level
relationships among agencies and systems in the
region associated with the implementation of the
RCTO. This diagram provides a high-level overview
of the system connections and information fl ows
captured in greater detail in the Regional ITS
Architecture; and
• A list of participating agencies and their current
and future roles and responsibilities in supporting
the RCTO.
Figure 9: RCTO Concept Diagram Legend to Figures 10-14
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
41CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Agency Roles and Responsibilities in Support of TSMO Implementation
Many agencies in Clark County and on the Oregon
side of the metropolitan area perform critical roles in
supporting TSMO strategies. This is indicative of the
underlying operational linkages among agencies and
the multiple jurisdictions that comprise the region’s
complex, multimodal transportation network.
Table 13 on the following page summarizes the roles
and responsibilities of regional agencies in supporting
TSMO implementation. The diagram addresses
implementation of TSMO strategies at the regional
level; within a specifi c corridor, sub-area, or project the
participation of agencies may vary.
Agencies are classifi ed according to their function as
follows:
• Agencies with a Lead Operations Role have a
day-to-day, “hands on” role in implementing the
TSMO strategy. Quite often, these agencies, or
a subset of them, lead the planning, funding and
implementation of ITS technologies that enable
strategy implementation. Each TSMO strategy has
at least one Lead Agency in the region.
• Agencies with a Supporting Operations Role
are also critical to the success of a TSMO
strategy, though their participation may be limited
according to jurisdictional factors or the degree
of responsibilities or participation as compared to
Lead Agencies.
• Each TSMO strategy is also a potential Data Source
of ITS or operational data to the PORTAL archive to
support performance measurement, analysis, and
planning. This is acknowledged in Table 13 by
illustrating the role of Portland State University in
collecting and archiving operations data in each
strategy. This role is also indicted by PSU’s Lead
Operations Role in the Regional Performance
Measures and Supporting Data Collection strategy.
For example, many agencies may take advantage of
the County’s Roadway Weather Information System
(RWIS) data to support operations and emergency
response, but only WSDOT (the Lead Agency) operates
and maintains the single RWIS location. By contrast, a
TSMO strategy like Regional Incident and Emergency
Management requires substantial commitment of
technology, resources and personnel by several
traffi c, law enforcement and emergency management
agencies. Accordingly, a larger number of agencies are
shown with a lead operational role. In both examples,
data from the ITS devices supporting these TSMO
strategies, such as event logs and pavement weather
conditions, is exported to the PORTAL regional data
archive at PSU.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
42CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Regional multi-agency transportation management center (TMC)
Bi-state incident management
Regional incident and emergency management
Event management
Work zone management
Regional performance measures and supportive data collection
Active Traffic Management (ATM)
Freeway/arterial integrated corridor management (ICM)
Ramp Metering
Enhanced traffic signal operations
Traffic surveillance
Road weather information systems
Automated vehicle location (AVL) andcomputer aided dispatch (CAD)
Automated passenger counting (APC)
Transit signal priority (TSP)
Transit speed and reliability
Regional transit fare integration
Real-time and predictive freight information
Roadside truck electronic screening/clearance programs
Truck traffic signal priority (TSP)
Freight data collection
Bi-state traveler information interoperability
Roadside traveler information dissemination
Regional traveler information
Predictive traveler information
Real-time transit arrival information
Transit trip planning website
Parking availability information
Was
hing
ton
Stat
e D
epar
tmen
t of
Tran
spor
tatio
n (W
SDO
T)
Cla
rk C
ount
y
City
of V
anco
uver
City
of C
amas
City
of W
asho
ugal
Oth
er C
ities
C-T
RA
N
Ore
gon
Dep
artm
ent o
f Tra
nspo
rtat
ion
(OD
OT)
City
of P
ortla
nd
TriM
et
Was
hing
ton
Stat
e Pa
trol
CR
ESA
Loca
l Firs
t Res
pond
ers
(Pol
ice/
Fire
/EM
S)
Was
hing
ton
Stat
e Em
erge
ncy
Man
agem
ent
Age
ncy
Ore
gon
Stat
e Po
lice
SW W
ashi
ngto
n R
TC
Port
s (V
anco
uver
and
Cam
as-W
asho
ugal
)
Port
land
Met
ro
Port
land
Sta
te U
nive
rsity
(PO
RTA
L)
Rev
ised
May
12,
201
1LE
GEN
D Lead
Ope
ratio
ns R
ole
Supp
ortin
g O
pera
tions
Rol
eD
ata
Sour
ce to
PO
RTA
L A
rchi
ve
Tran
spor
tatio
n Sy
stem
Ope
ratin
g A
genc
ies
Law
Enf
orce
men
t/Em
erge
ncy
Man
agem
ent A
genc
ies
Oth
er R
egio
nal A
genc
ies
Reg
iona
l Man
agem
ent a
nd O
pera
tions
Roa
dway
Man
agem
ent &
Ope
ratio
nsTr
ansi
t Man
agem
ent &
O
pera
tions
Frei
ght M
anag
emen
t &
Ope
ratio
nsTr
avel
er In
form
atio
n
Tabl
e 13
: Age
ncy
Rol
es a
nd R
espo
nsib
ilitie
s in
Sup
port
of R
egio
nal T
SM
O S
trat
egie
s
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
43CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Regional Management and Operations
TSMO STRATEGY
GROUP 1. Regional Management & Operations
DESCRIPTIONThe Operational Concept describes the cooperation among regional
transportation and emergency management agencies to seamlessly
operate the multi-modal transportation system of the region (Figure 10). This
includes management of incidents and emergencies of a bi-state nature that
necessitate a coordinated operational response with partner agencies in
Oregon.
A virtual traffi c management center concept is envisioned to focus on center-
to-center sharing of information, and in some cases, device control, among
agency participants while minimizing the day-to-day operational staffi ng
requirements. Sharing of data and information across centers enables each
agency to make better operational decisions based upon a fuller picture of
transportation system conditions.
Coordination with emergency responders is achieved through similar data
and information sharing that provides ‘situational awareness’ to emergency
responders and aids in dispatch of the appropriate response tools.
Transportation agencies can support the emergency response effort by
managing regional traffi c response through traveler information, diversions/
detours, or altered traffi c signal timing for example.
Real-time response among agencies is supported by pre-planned incident
response plans, scenarios, and training that builds the tactical working
relationships among agencies.
As another regional service, agencies in southwest Washington will contribute
transportation data to the PORTAL regional data archive, making these
data accessible for performance measurement, planning, incident/event
debriefi ng, and other uses.
TSMO STRATEGIES
INCLUDED
• Regional Multi-Agency Traffi c
Management Center (TMC)
• Regional Performance
Measures and Supportive
Data Collection
• Traffi c Surveillance
• Bi-State Incident Management
• Work Zone Management
• Regional Incident and
Emergency Management
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44CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Fig
ure
10: R
egio
nal M
anag
emen
t and
Ope
ratio
ns R
CTO
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45CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
Washington State Department of
Transportation (WSDOT)
• Coordinates with other
agencies in the Virtual
Traffi c Management Center
environment through its
Southwest Region Traffi c
Management Center (TMC)
• Coordinates with other
WSDOT regions and the
state Emergency Operations
Center for large-scale incident
response
• Develops and implements
updated bi-state traffi c and
incident management strategies
• Enhanced information, data, and
control sharing functions through
the region’s virtual Transportation
Management Center
• Participates in training exercises
with state and local law
enforcement and emergency
responders to support incident
management
• Implements work zone
management strategies on state
highways
Cities (Vancouver, Battle Ground,
Camas, Washougal, others)
Clark County
• Operates arterial traffi c
management systems,
including traffi c signals,
detection, and surveillance
• Leads incident management
and response on City/County
roadways and arterials
• Participant in regional
traffi c incident and event
management for larger scale
incidents
• Enhanced information, data, and
control sharing functions through
the region’s virtual Transportation
Management Center
• Participates in training exercises
with state and local law
enforcement and emergency
responders to support incident
management
• Participates in implementation
of freeway detour plans through
management of diversion routes
and spill-over traffi c
• Implements work zone
management strategies on local
streets and arterials
• Data provider to PORTAL
Regional Data Archive n support
of regional data archive and
performance measurement
programs
C-TRAN • Coordinates with traffi c
agencies on incident-related
service disruptions
• Recipient of real-time traffi c data
information through the virtual
Traffi c Management Center to
support transit operations
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46CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
TriMet • Coordinates with C-TRAN
on incident-related service
disruptions
• Recipient of real-time traffi c data
information through the virtual
Traffi c Management Center to
support transit operations
Clark Regional Emergency
Services Agency (CRESA)
• 9-1-1 Public Safety Answering
Points (PSAP) and regional
emergency response dispatch
center for Clark County
• Coordinates with
transportation agencies and
fi rst responders for incident
and emergency response
• Recipient of real-time traffi c data
information through the virtual
Traffi c Management Center to
support transit operations
• Shares 911 incident and event
data through Computer Aided
Dispatch (CAD) integration with
traffi c management systems
• Participates in training exercises
with traffi c management agencies
to support incident and event
management
Oregon Department of
Transportation (ODOT)
• Provides traffi c and incident
management services for
adjacent areas of ODOT
region 2, including joint
management of the I-5 and
I-205 bridges
• Coordinates with WSDOT
Southwest Region TMC and
WSP on bi-state response for
major incidents and events
• Implements coordinated traffi c
and incident management
plans for bi-state incidents
in accordance with updated
regional strategies
Oregon State Police (OSP)
Washington State Patrol (WSP)
• Emergency responder for
transportation incidents and
emergencies
• Coordinates with WSDOT
Southwest Region TMC on
tactical incident response
• Increased coordination with
traffi c management agencies for
management of traffi c incidents
and events
• Participates in training exercises
with traffi c management agencies
to support incident and event
management
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47CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
Local First Responders (City/
County Police, Fire, & EMS)
• Respond to traffi c incidents
and other regional
emergencies and events
• Participants in traffi c detour/
diversion schemes during
transportation system
disruptions
• Increased coordination with
traffi c management agencies for
management of traffi c incidents
and events
• Participates in training exercises
with traffi c management agencies
to support incident and event
management
Commercial Response Providers • Contract response services
to traffi c incidents and
emergencies (e.g., tow trucks,
hazmat)
• Potential recipient of live incident
information and video feeds to
assist with emergency response
Regional Transportation Council
(RTC)
• Manages regional traffi c data
collection program
• Key user of traffi c and
operations data for planning and
performance measurement
PORTAL Regional Data Archive
(Portland State University)
• Receives and archives traffi c,
incident, and event information in
the PORTAL regional data archive
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48CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Roadway Management and Operations
TSMO STRATEGY
GROUP 2. Roadway Management & Operations
DESCRIPTIONRoadway Management & Operations involves the coordinated response
to changing traffi c conditions, weather events and all other localized or
widespread disruptions to the regional transportation system. These activities
are the bedrock of day-to-day management of the region’s roadway network.
The linkages between transportation agencies is vital to maximizing system
performance and event management, and is supported through pre-defi ned
operational management plans, systems integration, and training exercises.
As traffi c conditions change over time, operating agencies monitor fi eld
conditions and can centrally implement response measures (such as traffi c
signal timing changes) from agency traffi c operations centers.
Through technology, real-time information exchange, and coordinated
response and communications plans, agencies at the state, regional and
local levels will have an improved ability to manage multiple facilities in a
given corridor, to ensure that the effi ciency of the transportation system is
maximized.
Event management applies coordinated operations strategies to the region’s
large-scale special events, such as Fourth of July fi reworks, concerts, and
parades. By using ITS infrastructure to inform motorists and monitor changing
roadway conditions, agencies are better equipped to manage demand surges
or unusual traffi c patterns in a coordinated manner.
Winter operations decision-making, including the dispatch of plows and
application of treatment materials, is informed by WSDOT’s regional network
Road Weather Information Systems (RWIS) that monitor critical atmospheric
conditions and pavement temperatures. By sharing RWIS network data with
other regional agencies, this system increases safety while improving the
effectiveness and effi ciency of agency response efforts.
TSMO STRATEGIES
INCLUDED
• Integrated Corridor
Management (ICM)
• Enhanced Traffi c Signal
Operations
• Road Weather Information
Systems (RWIS)
• Computer Aided Dispatch (CAD)
integration
• Special Event Management
• Traffi c Surveillance
• Future Ramp Metering
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49CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Fig
ure
11: R
oadw
ay M
anag
emen
t and
Ope
ratio
ns
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50CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
Washington State Department of
Transportation (WSDOT)
• Operates and maintains
state freeways and highways
in Clark County and the
Southwest Region, including
associated ITS fi eld devices
• Coordinates incident
management and response on
freeways and state highways
• Operates freeway ramp meter
at one location (SR-14 @
southbound I-5)
• Operates Roadway Weather
Information Systems (RWIS)
• Implements Integrated Corridor
Management (ICM) and freeway
diversion strategies in concert
local agencies
• Increased coordination of arterial
traffi c management strategies
with adjacent jurisdictions
• Potential application of Active
Traffi c Management (ATM)
strategies on a trial basis on one
or more freeway corridors
• Support traffi c management and
incident detection/verifi cation
through expanded traffi c
surveillance and interagency
video sharing
• Limited expansion of ramp
metering systems where
warranted and feasible
Cities (Vancouver, Battle Ground,
Camas, Washougal, others)
Clark County
• Operate local streets and
arterials, including traffi c
signal systems, detection, and
other ITS devices
• Implements enhanced arterial
traffi c signal coordination and
operational strategies
• Increased coordination of arterial
traffi c management strategies
with WSDOT and other local
jurisdictions
PORTAL Regional Data Archive
(Portland State University)
• Receives and archives traffi c,
incident, and event information in
the PORTAL regional data archive
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51CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Transit Management and Operations
TSMO STRATEGY
GROUP 3. Transit Management and Operations
DESCRIPTIONThe application of operational strategies and advanced technologies to
public transportation improves the quality and reliability of transit service. This
increases the attractiveness of the mode for existing and potential customers
of C-TRAN, and increases the effi ciency and cost-effectiveness of transit
operations for the agency.
The operational impacts of regional traffi c congestion and intersection delay
are minimized through the use of advanced technology such as Computer
Aided Dispatch/Automatic Vehicle Location (CAD/AVL) These systems
allow C-TRAN operations dispatch personnel to mitigate and recover from
operational disruptions due to internal or external factors.
ITS devices and TSMO transit strategies also support the enhanced service
quality and passenger experience envisioned in the implementation of High
Capacity Transit in the region.
C-TRAN collaborates with local traffi c agencies to implement and operate
Transit Signal Priority (TSP) at key intersection delay points, improving service
reliability under congested conditions.
Coordination between C-TRAN and TriMet is important to provide quality
transit service across the entire bi-state region. This includes interoperability
of ITS devices like TSP and fare collection as well as real-time enhance of
operations data among the region’s transit and traffi c operations agencies
through a virtual transit management center concept.
TSMO STRATEGIES
INCLUDED
• Computer Aided Dispatch/
Automatic Vehicle Location
(CAD/AVL)
• Transit Signal Priority (TSP)
• Regional Transit Fare Integration
• Automated Passenger Counting
(APC)
• Transit Speed and Reliability
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52CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Fig
ure
12: T
rans
it M
anag
emen
t and
Ope
ratio
ns
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53CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
C-TRAN • Operates public transportation
services in Clark County
• Coordinates with TriMet on bi-
state transit operational issues
• Operates Advanced Transit
Management System (ATPS)
infrastructure including CAD/AVL
• Coordinates with local traffi c
signal operators to operate
Transit Signal Priority
• Supports fare coordination and
interoperability with TriMet
TriMet • Operates Advanced Transit
Management System (ATPS)
infrastructure for TriMet
services
• Coordinates with C-TRAN on
bi-state transit operational
issues
• Coordinates with C-TRAN and
shares data with C-TRAN APTS
systems to support real-time
transit operations and service
coordination
• Supports fare coordination and
interoperability with C-TRAN
Washington State Department of
Transportation (WSDOT)
• Coordinates with C-TRAN
operations during incident
and event management and
response
• Support Transit Signal Priority
System through regional traffi c
signal operations infrastructure
• Shares traffi c data and
video through virtual Traffi c
Management Center concept to
support transit operations
Cities (Vancouver, Battle Ground,
Camas, Washougal, others)
Clark County
• Coordinates with C-TRAN
operations during incident
and event management and
response
• Support Transit Signal Priority
System through regional traffi c
signal operations infrastructure
• Shares traffi c data and
video through virtual Traffi c
Management Center concept to
support transit operations
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54CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Freight Management & Operations
TSMO STRATEGY
GROUP 4. Freight Management & Operations
DESCRIPTIONFreight mobility in Clark County will be enhanced through the development
and delivery of services targeted at commercial vehicles and access to the
region’s ports and industrial corridors.
Development of real-time and predictive information services on regional
freight corridors strategies will enable port users and commercial shippers to
plan delivery routes and schedules in ways that minimize the impacts of traffi c
congestion incidents, bridge lifts, construction, and other operational causes
of delay.
The use of truck-to-roadside communications at weigh stations allows
regulatory data to be received while in-motion, reducing delay of inspections
while increasing the effectiveness of enforcement programs.
The application of truck signal priority on regional freight corridors will
allow green phase extension to reduce truck delay, account for the slower
acceleration and braking characteristics of trucks, and improve safety by
reducing sudden stops and collisions with other vehicles.
Regional freight data collected by WSDOT and other agencies, such as
classifi ed traffi c counts, will be archived in the PORTAL data archive to
support analysis of and performance measurement of freight mobility in the
region.
TSMO STRATEGIES
INCLUDED
• Real-time and Predictive
Freight Information
• Truck Traffi c Signal Priority
• Roadside Electronic Truck
Screening/Clearance Programs
• Regional Performance Measures
and Supportive Data Collection
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55CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Fig
ure
13: F
reig
ht M
anag
emen
t and
Ope
ratio
ns R
CTO
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56CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
Washington State Department of
Transportation (WSDOT)
• Manages statewide
Commercial Vehicle
Information Systems Network
(CVISN) programs
• Implements and leads
roadside commercial vehicle
inspection equipment (e.g.
weigh stations)
• Performs freeway and arterial
traffi c management on
regional freight corridors
• Operates traffi c count
stations (including vehicle
classifi cation)
• Provide commercial vehicle
operation data to PORTAL
regional data archive
• Implement and operate truck
signal priority on state highway
corridors
Ports (Vancouver, Ridgefi eld and
Camas-Washougal)
• Operates port facilities and
coordinates with commercial
shippers and on-port
industries on freight movement
into and out of the ports
• Provide port operations data to
PORTAL regional data archive
Cities (Vancouver, Battle Ground,
Camas, Washougal, others)
Clark County
• Operate traffi c signals and
provide traffi c management
in select regional freight
corridors.
• Implement and operate truck
signal priority on city/county
corridors
Regional Transportation Council
(RTC)
• Support regional traffi c data
collection program
• Key user of freight for planning
and performance measurement
Oregon Department of
Transportation (ODOT)
• Manages commercial vehicle
programs and related ITS
infrastructure in Oregon
• Provides freight data to
PORTAL regional data archive
• Coordinate with WSDOT and
other agencies on bi-state freight
operations initiatives
• Share traffi c data sets for bi-state
freight management analysis
through PORTAL
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57CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Traveler Information
TSMO STRATEGY
GROUP 5. Traveler Information
DESCRIPTIONAgencies in Clark County provide real-time traveler information on traffi c
conditions, transit services, and incident/emergency information through
shared and integrated ITS devices. Traveler information TSMO strategies are
an important means of infl uencing traveler behavior in conjunction with traffi c,
incident, and event management strategies.
With the availability of up-to-date and reliable information available, travelers
are able to make more informed decisions, reduce travel delays, and make
more effective use of the multimodal regional transportation system.
The highest degree of benefi t from traveler information strategies is achieved
when accurate, quality information is disseminated through a variety of
convenient media. Regional agencies leverage statewide assets such as the
511 telephone traveler information system and WSDOT website, as well as
agency-owned systems and fi eld devices.
Coordination with ODOT and mutual exchange of traveler information with
Oregon traveler information systems (such as ODOT’s TripCheck) provides
seamless and consistent information across the metropolitan area for both
local and long-distance commuters.
Opportunities to leverage private or third-party traveler information
applications, delivered through handheld devices, broadcast media, and/
or in-vehicle devices is supported through public agency data portals to
Information Service Providers (ISPs) which extend the reach of traveler
information strategies to the greatest number of users using the most up-to-
date technologies.
TSMO STRATEGIES
INCLUDED
• Roadside Traveler Information
Dissemination
• Regional Travel Information
(travel-time, congestion
information, incidents)
• Predictive Traveler Information
• Transit Trip Planning Website
• Parking Availability
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58CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Fig
ure
14: T
rave
ler
Info
rmat
ion
RC
TO
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59CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
Washington State Department of
Transportation (WSDOT)
• Operates Statewide Traveler
Information Systems (511
telephone traveler information,
website, and mobile/
subscription applications)
• Operates fi eld traveler
information ITS devices (e.g.
variable message signs,
highway advisory radio, PTZ
cameras, vehicle detection)
• Coordinates with local media
and regional agencies
on traffi c and emergency
management issues
• Coordinates with other
WSDOT regions and the
state Emergency Operations
Center for large-scale incident
response
• Develops and implements
updated bi-state traffi c and
incident management strategies
• Enhanced information, data, and
control sharing functions through
the region’s virtual Transportation
Management Center
• Participates in training exercises
with state and local law
enforcement and emergency
responders to support incident
management
• Implements work zone
management strategies on state
highways
Cities (Vancouver, Battle Ground,
Camas, Washougal, others)
Clark County
• Limited degree of operation of
fi eld ITS devices
• Coordinates with local media
on traffi c management issues
• Enhanced information, data, and
control sharing functions through
the region’s virtual Transportation
Management Center
• Participates in training exercises
with state and local law
enforcement and emergency
responders to support incident
management
• Participates in implementation
of freeway detour plans through
management of diversion routes
and spill-over traffi c
• Implements work zone
management strategies on local
streets and arterials
• Data provider to PORTAL
Regional Data Archive n support
of regional data archive and
performance measurement
programs
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60CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
TSMO STRATEGY GROUP
AgencyCurrent Related Roles and
Responsibilities
Additional Future Roles and
Responsibilities
C-TRAN • Operates agency website with
static information and special
announcements
• Operates customer information
hotline
• Coordinates with media on
transit service disruptions and
event information
• Operation of enhanced real-time
traveler information and trip
planning services
• Integration of automated transit
with WSDOT ATIS services
• Operates fi eld ATIS devices at
select locations (e.g. Park and
Rides)
TriMet • Operates Transit Tracker
automated transit traveler
information system
• Operates customer information
hotline
• Coordinates with media on
transit service disruptions and
event information
• Integration of TriMet and
C-Tran traveler information
systems, including end-to-end
trip planning and real-time
information across systems
Media • Coordinates with traffi c and
transit agencies for traffi c
reporting and special events
• Recipient of third-part traffi c data
and information feeds from traffi c
and transit agencies
Information Service Providers
(ISPS)
• Recipient of third-part traffi c data
and information feeds from traffi c
and transit agencies
• Dissemination of regional traveler
information through third-party
services, including, web, mobile
and in-vehicle devices
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61CHAPTER 5 REGIONAL CONCEPT OF OPERATIONS
Key Concepts
• As an integral part of the regional
transportation strategy, TSMO opportunities,
policies, and projects must be engrained in
regional transportation planning and project
development processes.
• TSMO concepts and objectives should
be integrated into the region’s long range
Metropolitan Transportation Plan.
• More formalized evaluation of TSMO
opportunities is recommended in the project
development and funding process.
• TSMO can provide both performance data and
candidate solutions to the region’s Congestion
Management Process
• Interagency TSMO coordination and outreach
are key ongoing functions of RTC and the
Vancouver Area Smart Trek program to support
regional operations.
IntroductionAs emphasis shifts towards more effi ciently operating
the multi-modal transportation system and away from
large-scale capacity improvements, TSMO will assume
a more visible role in regional transportation investment.
To realize the potential of TSMO and to address the
underlying operational roots of many of the region’s
transportation needs, it is critical that it is fully integrated
into the regional transportation planning process.
RTC and its planning partners support the continued
integration of TSMO activities within the regional
transportation planning and project development
process. This indicates the growing recognition that
system operation is a vital strategy to meeting the
transportation needs of the region in the coming years.
TSMO strategies and ITS investments will need to
be coordinated, prioritized and evaluated along with
other proposed transportation improvements. The
development of this regional TSMO Plan is an important
step in achieving this future vision.
The primary objectives of linking planning and
operations are to ensure that:
• On the whole, the existing transportation system
is better managed through cost-effective planning
practices and using the currently limited funds as
effi ciently as possible;
• TSMO solutions are considered alongside traditional
capacity and safety enhancements, as well as
mutually-supportive strategies including - but not
limited to - access management, transportation
demand management, and smart growth, in
meeting the transportation needs of the region; and
Chapter 6
TSMO in the Regional Planning Process
JUNE 2011
63CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
• Southwest Washington builds upon its past
successes in planning for operations as it extends
its efforts that began with the establishment and
implementation of the Vancouver Area Smart Trek
(VAST) program.
Ultimately, this suggests that TSMO should assume a
more formalized role in regional transportation planning
policies, processes and project programming. This
chapter describes specifi c opportunities to integrate
TSMO into the regional transportation planning process.
TSMO and Regional Transportation Goals
At a policy level, it is important that regional decision-
makers and technical staff understand the potential
contributions of TSMO to meeting the region’s
transportation goals.
As has been emphasized throughout this Plan, the
ability of TSMO to provide cost-effective and near-term
strategies for meeting regional transportation needs
is the basis for incorporating TSMO into traditional
transportation planning.
Recognizing the contribution TSMO can make in
meeting regional transportation goals is the basis for
further discussion of the role of TSMO and planning. In
addition, TSMO should be part of an ongoing regional
dialogue from project development, project funding,
through project implementation and performance
measurement. Further recognition of these contributions
will illustrate that the goals of TSMO emanate from the
same notion as other strategies, which are more familiar
to decision-makers and the general public.
TSMO can contribute to each of the eight regional
transportation goals in the Metropolitan Transportation
Plan (MTP) as shown in Table 14 on the next page. This
contribution is a basis for regional conversations about
integrating TSMO into regional transportation planning
project development processes and projects.
Planning for Operations in Southwest Washington
Just as operations can contribute to meeting regional
planning goals, operations in and of itself will benefi t
from regional coordination among agencies. This
concept is often referred to as “planning for operations,”
and encompasses the interagency cooperation to
plan, fund, implement, operate and evaluate TSMO
programs in the region.
There are many advantages to a coordinated, regional
approach to TSMO:
• Operations-oriented solutions to transportation
problems are evaluated alongside other
potential solutions such as capacity expansion,
access management, transportation demand
management, and/or smart growth strategies.
TSMO and other near-term, lower-cost strategies
may allow the region to avoid or defer more costly
capacity expansion projects.
• By involving a broad set of stakeholders in
operations planning discussions, such as
transit, freeway, freight, arterial and emergency
management, a regional approach to TSMO
can more successfully address the complex,
multimodal needs of the region.
• Cooperative deployment and shared operations
of Intelligent Transportation Systems Infrastructure
allows agencies to address multiple needs
simultaneously and reduce implementation costs.
• More cost-effective investment through sharing of
infrastructure and systems by multiple agencies.
The transportation agencies in southwest Washington
have made important strides towards regional
cooperation through the successful Vancouver Area
Smart Trek (VAST) initiative. VAST has promoted ongoing
coordination among operating agencies for over ten
years, and has been an important contributor to the
success and innovation of many of the region’s existing
and planned operations and ITS initiatives. By extending
this model to TSMO, agency collaboration will support
improved performance of the transportation system.
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64CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
METROPOLITAN TRANSPORTATION PLAN (MTP)
REGINAL TRANSPORTATION GOALS
TSMO CONTRIBUTES TO MEETING THE
GOALS…
Maintain, preserve and improve the existing regional
transportation system.
…by managing congestion and improving incident
response to improve the effi ciency and reliability of regional
roadways as an alternative to capacity expansion.
Provide a safe and secure transportation system that
allows for the movement of people and freight.
…by providing transportation surveillance to monitor and
protect the region’s transportation infrastructure, and also to
improve response to natural and man-made emergencies.
Support economic development and community vitality. …by managing congestion and improving incident
response to improve the effi ciency and reliability of regional
roadways. This in turn supports the effi ciency, productivity,
and economic vitality of the region.
Provide an efficient, balanced, multimodal regional
transportation system including highway, bus transit,
high-capacity transit, rail, aviation, marine, bicycle and
pedestrian modes as well as transportation demand
management and transportation system management
strategies.
…by increasing the quality and effi ciency of public
transportation options and supporting the dissemination
of traveler information to the general public – leading to
greater mobility options for travelers.
Provide an acceptable level of mobility for personal
travel and freight movement throughout the regional
transportation network and adequate access to locations
throughout the region.
…by supporting a multimodal approach to corridor
operations that considers the impacts of congestion and
delay on personal and freight mobility.
Provide a transportation system that is sensitive to the
quality of the environment and natural resources.
…by enhancing the effective capacity of regional
transportation networks and reducing the need for
traditional transportation expansion, thereby helping to
preserve the natural environment.
Provide for the development of a fi nancially viable and
sustainable transportation system.
…by providing cost-effective alternatives to capacity
expansion that can be implemented at lower cost and in a
shorter timeframe.
Provide a transportation system that refl ects the
community vision and values.
…by supporting the region’s growth concepts and quality of
life through a reliable multimodal transportation system.
Table 14: How TSMO Contributes to Meeting MTP Goals
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65CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Integrating TSMO into Regional Planning
TSMO, and the ITS technologies that enable many of
the TSMO strategies presented in this document, can
have direct and cost-effective benefi ts in addressing
particular transportation needs in the region. Specifi cally,
in the case of recurring and non-recurring congestion
on corridors that are constrained by physical or other
factors, TSMO offers alternatives or complements to
conventional transportation investments. Therefore,
it should be incorporated consistently within the
transportation planning process and the allocation of
funding.
By linking potential ITS deployments with planning
outcomes and goals, it is anticipated that funding
for TSMO can more often come from the traditional
planning process. The aspiration of TSMO is that it will
become more likely now that technology investments
can be compared to “conventional” projects on a more
equal basis.
The scarcity of funding sources means that technology
and other system management initiatives need to
compete with conventional infrastructure projects,
which draw from the same source of funds. The
linkage of TSMO projects with regional planning needs,
therefore, is increasingly essential to demonstrating that
they do in fact contribute towards widely understood
planning goals such as safety and mobility (and
therefore are equally worthy of funding).
In many cases, TSMO projects (e.g. enhanced signal
coordination) may be able to address certain needs far
more cost-effectively than infrastructure projects that
add capacity. This can potentially increase the appeal
of system management techniques, provided that the
linkage to regional goals is clearly articulated, and the
results of TSMO investments are demonstrated through
quantitative system performance measures.
Opportunities for Integrating Planning and Operations in Southwest Washington
Regional transportation planning is a complex and
multi-faceted topic with myriad inter-related processes,
policies, and objectives. It also involves a wide range
of participants and stakeholders ranging from technical
analysts to committees to elected officials and the
general public.
Similarly, successful integration of operations into
regional planning will occur through the cumulative
efforts of many individuals and agencies’ efforts. The
following Table 15 summarizes the key opportunities
to integrate planning and operations in southwest
Washington. These topics are discussed at greater
length through the remainder of this chapter.
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66CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
REGIONAL
PLANNING
ACTIVITY
“PLANNING FOR OPERATIONS” STRATEGIES
Long-Range
Transportation
Planning
As long-range regional transportation planning expands from primarily capacity expansion and capital
intensive strategies, TSMO will play an increasingly important role in making the most effective use
of the region’s existing transportation capacity in light of growing future need. Furthermore, TSMO
supports a regional management and operations approach to transportation that requires cooperative,
multimodal approaches to complex issues and opportunities identifi ed in the region’s transportation
goals.
Project
Development
Process and
Funding
While southwest Washington has been highly effective in developing, funding, and implementing
multi-agency ITS and operations projects in the past, there is a growing imperative to better coordinate
operations investments with traditional project development in the future. The project development
and evaluation process of the future will factor in operational benefi ts and TSMO alternatives to
capital investment. Additionally, incremental deployment of ITS infrastructure as part of conventional
transportation improvement projects will help the region advance towards its build-out ITS and TSMO
vision.
Congestion
Management
Process (CMP)
The objective of the CMP is to systematically evaluate and address the root causes and locations
of congestion in the region, due either to physical constraints, high traffi c volumes or non-recurring
events such as traffi c collisions or weather. TSMO strategies can be highly effective as solutions for the
operational needs identifi ed through the CMP. Furthermore, there is signifi cant potential to use data
generated by ITS devices to more accurately and cost-effectively measure the performance impacts of
both recurring and non-recurring delay.
Operations
Planning and
Coordination
For over ten years theVAST coalition, chaired by RTC and involving operations stakeholders from across
Clark County and beyond, has been an effective forum for the transportation operations community
to coordinate, envision, and implement regional ITS and communications projects for over a decade.
The future success of this group will be strengthened further by engaging operations, engineering,
and planning representatives of the respective agencies, continuing the momentum and relationships
nurtured through the development of the TSMO Plan.
Data Collection
and Performance
Measurement
With the implementation of the PORTAL interface for southwest Washington, planning agencies in the
region will have unprecedented access to archived operational data to support planning analysis and
performance measurement, and the CMP. This opportunity must be harnessed to more effectively
evaluate transportation needs related to operational phenomena like non-recurring congestion.
Furthermore, this data can help agencies make the case for funding of TSMO investment and evaluate
the resulting impacts of these operational strategies.
Awareness and
Outreach
At all levels, from the general public through senior elected offi cials, there is a recognized need to build
greater awareness of regional TSMO needs, strategies, and benefi ts. This awareness will lead to greater
support for implementation of cost-effective solutions and recognition of its contribution to project,
corridor, and regional transportation goals.
Table 15: Opportunities to Integrate TSMO into Regional Planning
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67CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Integrating TSMO into Regional Transportation Processes
Figure 15 on the following page illustrates key
opportunities to integrate TSMO, and this TSMO plan,
into existing elements of the transportation planning
process in southwest Washington, including the
metropolitan transportation plan (MTP), the metropolitan
transportation improvement plan (MTIP), and the
congestion management process (CMP):
• Defining Goals and Priorities: The Regional
TSMO Plan has a two-way relationship with the
MTP: First, the Regional TSMO Plan builds upon the
regional transportation goals and priorities defi ned
in the MTP, so that operations programs ultimately
contribute to meeting the region’s transportation
needs and policy objectives. Secondly, the TSMO
plan describes specific operational needs and
TSMO strategies that should be refl ected in the
MTP, recognizing that TSMO is an important part of
the region’s overall transportation strategy.
• Identifying and Evaluating Strategies: TSMO
strategies are part of the regional transportation
toolkit, and therefore should be evaluated alongside
other candidate strategies such as roadway
improvements, transit improvements, bicycle and
pedestrian facilities and other strategies (e.g. land-
use, transportation demand management (TDM),
parking and access management). In a given
situation, the most appropriate solution may be a
combination of one or more of these strategies, so
it is important that TSMO is evaluated as part of the
solution alongside other measures.
• Formulating and Implementing Projects: The
Regional TSMO Implementation Plan describes
investment needs in ITS, communications and
supporting infrastructure to implement the
region’s TSMO strategies. This plan supports the
development of the Metropolitan Transportation
Improvement Plan by identifying investment
needs to suit a particular corridor or transportation
objective. As with the identifi cation and evaluation
of strategies, it is important that TSMO investment
needs are considered alongside other potential
transportation investments. In the case of capital
projects with large costs and long project
development timelines, TSMO strategies may
provide interim solutions that can defer or reduce
the need for the major capital investment.
• Monitoring and Measuring: The PORTAL
Regional Data Archive will play an important role
in the region moving forward in supporting the
region’s congestion management process and
performance measurement programs. One of
the most important advantages of PORTAL over
existing data sampling methods is PORTAL’s ability
to collect real-time transportation data from fi eld
sensors and ITS systems on a continuous basis,
which allows for more robust project before-after
measurement, operations performance monitoring
and monitoring of non-recurring phenomena.
The results of this data analysis support the
data element of the region’s CMP, as well as
performance data to support updates of the MTP
and the Regional TSMO Plan in the future.
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68CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Figure 15: Integrating TSMO into Regional Planning Processes:
Integrating TSMO into the regional planning process provides new options for meeting transportation needs, while PORTAL operations data allows for more sophisticated
performance measurement and planning evaluation.
RegionalTransportation
SystemManagement and Operations Plan
PORTAL Regional
Data Archive
TSMOImplementation
Plan
Metropolitan Transportation
Improvement Program
CongestionManagement Process
Performance Measures
System Monitoring
Implement Strategies
Monitor Strategy Effectiveness
Metropolitan Transportation
PlanDevelopment Platforms
Capital Investment Technologies
Transportation System
Management and Operational
Strategies
RoadwayImprovements
TransitImprovements
Bike and PedestrianFacilities
Other:- TDM
- Land-Use- Parking
- Access Mgmt.
Transportation Needs
Regional / CorridorTSMO Strategies
Identify and Evaluate Strategies
OperationsData
TSMO Goalsand Strategies
RegionalNeeds
TSMO Infrastructure
Needs
Performance Measures /
Planning Data
Regional Needs /
Performance Measures
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69CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Additionally, there is growing recognition that
deployment of TSMO infrastructure as part of
mainstream capital projects is an effective way to
achieve the build out vision of the Regional TSMO
network and the ITS Implementation Plan. However,
there are currently no formalized mechanisms within
the region that support coordination of operations/ITS
investments with other capital projects.
Most ITS project investments and ongoing operational
needs in the region are not funded with dedicated
revenue streams. As such, revenue streams for new
TSMO investments and ongoing operational costs
such as staffi ng, facilities and materials are uncertain
from year to year. This creates distinct complications
for regional transportation operations, which is more
reliant on ongoing operational funding than most other
project investments. Creating a system operations
line-item or ongoing funding stream within the regional
process is critical to the ongoing sustainability of
operations in the region.
The Federal transportation authorization that replaces
SAFETEA-LU may include dedicated programs for
systems operations or those with an emphasis on total
transportation system performance and associated
measurement. While speculative at this time, such
developments would further strengthen the position
of ITS and TSMO within the overall transportation
investment scheme, with positive implications for these
activities in the Vancouver region. To achieve the best
project outcomes based on local corridor conditions
and needs, it is important to engage key stakeholders
during the project development process in order to
balance operational, safety, and other improvement
strategies.
Long Range Transportation Planning
As TSMO strategies become more conventional and
better recognized in the future, the options to respond
to future transportation needs will become more diverse
in terms of long-range planning. A key component
in this is being able to support the linkage between
TSMO and regional transportation goals when making
the case for TSMO investments. It is likely that TSMO
program investments will become more signifi cant in a
fi scally-constrained environment where the region has
to get more effi ciency out of the existing transportation
system.
Demonstrating the successes of TSMO investments
through performance measures (e.g., reduction in
hours of delay due to congestion) will help to build
the case for sustained technology investment for both
capital and operating expenditures.
Project Development Process and Funding
Historically, ITS projects within southwest Washington
have relied upon ITS earmarked-funds and collaboration
among operations-minded project proponents to
secure funding (e.g., annual VAST CMAQ application).
The VAST partners identify operational projects to
compete for funding, but do not have a formal role
in the project review or selection process (however,
many of the participating agencies within VAST are
participants in transportation planning and funding).
Recommendation: Incorporate the concepts, objectives and strategies of the Regional TSMO plan into the upcoming revision of the Long Range Metropolitan Transportation Plan, and furthermore that this planning exercise be leveraged as an opportunity to further raise awareness of TSMO within the broader audience of transportation policy makers and the general public.
Recommendation: Incorporate more formalized evaluation of system management opportunities and benefi ts within the regional project development process, to promote consideration of TSMO and other operational strategies by project proponents. Include attention to resources needed for ongoing maintenance and operations of TSMO deployment.
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70CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
• TSMO strategies and ITS technologies are powerful
tools that can address sources of congestion in a
cost-effective manner.
• TSMO and ITS technologies may offer the only
viable strategies in transportation corridors that
are physically or environmentally constrained, or
where more conventional treatments like capacity
expansion are cost prohibitive or would bring
unintended or undesirable consequences.
• ITS systems in the fi eld can collect transportation
system data that allows for more efficient and
effective quantifi cation of regional CMP needs.
• Similarly, ITS technologies can be used to support
CMP performance measurement (e.g., before-and-
after studies) to demonstrate the effi cacy of TSMO
solutions on the problems they are intended to
address.
• The formal linkages between the federally mandated
CMP process and the regional transportation
planning and project development cycles are an
important avenue for formalizing TSMO into the
regional transportation dialogue.
• The CMP has been incorporated into the RTC
policy, planning, and investment decision-making
processes via its inclusion in the current MTP.
Congestion Management Process (CMP)
By Federal mandate, RTC maintains a congestion
management process (CMP) to inform the transportation
planning and investment decision-making process.
The monitoring element of the CMP is designed as
an informational tool to be used within the decision-
making process. It is also intended to provide an
understanding of the transportation system’s operating
conditions and defi ciencies and to assess the impacts
of alternative improvement strategies.
The corridor performance measures considered within
the CMP include vehicle volumes, corridor capacity
ratio, corridor travel speed, speed as percent of speed
limit, intersection delay, automobile occupancy, truck
percentage, transit seat capacity used, and other
transportation measures. In addition, using individual
corridor segment data, areas of concerns are identifi ed.
Areas of concern are defi ned as segments within an
individual corridor that have a volume to capacity ratio
greater than 0.9 or a travel speed 60% or less of the
posted speed limit.
CMP congestion locations are subsequently considered
in the regional transportation project development
process and in identifying candidates for more in-
depth study. Through the CMP, the RTC has developed
a program and a myriad of solutions to reduce the
prevalence and severity of congestion in the region.
The Congestion Management Process is relevant to
regional TSMO/ITS planning in several ways:
Recommendation: Leverage the Regional TSMO Plan as a tool for addressing the needs identifi ed in the Congestion Management Process and the Regional TSMO Plan. Furthermore, leverage the data generated by fi eld ITS systems and the analytical capabilities of PORTAL to enrich the analysis performed under the CMP program.
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71CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Operations Planning and Coordination
From a strategic perspective, the precedent set by
Vancouver Area Smart Trek (VAST) has been a critical
element in promoting interagency cooperation in
planning for operations. The achievements of VAST
over the past ten years were documented in earlier
chapters of this Plan.
There are many advantages, operationally and
financially, to a coordinated approach to TSMO
planning, deployment and operations. Specifi c benefi ts
include, but are not limited to:
• More integrated TSMO projects and systems that
address the complex, multimodal transportation
needs faced by the region and its total transportation
system;
• Increased functionality of TSMO systems that
provide value in response to multiple needs
simultaneously;
• Increased opportunities for cost sharing among
participating agencies;
• Improved competitiveness for discretionary and
emerging funding opportunities that require
interagency or multimodal coordination; and
• Improved coordination and integration of
TSMO investments into the multimodal regional
transportation planning process.
Data Collection and Performance Measurement
As noted previously in this report, measuring the
benefits of TSMO investments has typically been
challenging due to limited data availability. However,
performance measurement is important from an
accountability perspective and in response to the
need to demonstrate the effectiveness of TSMO and
ITS programs against broadly recognized regional
transportation needs.
Most ITS systems generate a considerable amount of
data over the course of operations. However, it is only
when this data is collected, stored and analyzed that it
reveals useful information for before-and-after studies.
The implementation of the PORTAL regional data
archive in southwest Washington is greatly increasing
the potential for performance measurement of TSMO
activities using data generated by ITS systems.
Measures of travel reliability are emerging as one of the
more direct, yet simple measures of the effectiveness
of transportation system management and operations.
These measures provide a point of reference for TSMO
and ITS initiatives and investments against project
expectations and regional mobility goals.
The current PORTAL system archives a wide variety
of transportation-related data including freeway loop-
detector data, weather data and incident data. However,
as described below, the system has the capacity to do
much more.
As part of RTC’s TSMO planning efforts, the capabilities
of the PORTAL system will be expanded from its current
freeway data focus to include new data sources, such
as transit data from C-TRAN, plus arterial data from
the Clark County region. In addition, PORTAL will be
enhanced to improve customized reporting capabilities
for the end-user.
Recommendation: RTC and other stakeholder agencies should leverage the capability of PORTAL to establish early performance measures for demonstrating the efficacy of TSMO investments, as well as supporting other traditionally labor intensive data collection efforts (e.g., CMP) using ITS fi eld devices. In support of this objective, a proactive approach to fi eld data sensor ment and quality will be required to ensure the suitability of collected data for planning and performance measurement purposes.
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72CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Moving forward, there is a distinct opportunity to
strengthen this existing interagency coordination
through sustained collaboration of operations,
engineering and planning representatives of the
VAST stakeholder agencies. The development of this
TSMO plan, involving each of the above stakeholder
types, provides a model for ongoing coordination
and illustrates its capacity for awareness-building
and discussion of critical operations issues within a
planning context.
Building TSMO Awareness Through Outreach
In a complex transportation environment and an
increasingly compet i t ive funding arena for
transportation investment, it is more important than
ever for transportation policy-makers, transportation
professionals, elected offi cials and the general public
to understand and see evidence of the value of public
investment in TSMO programs.
Even within agencies that participate in transportation
operations on a daily basis, other departments or
decision-makers may not be fully aware of TSMO
initiatives and their regional benefi ts.
The future success of TSMO requires sustained
awareness among non-operations stakeholders. In
order to ensure a sustainable and adequate funding
level for TSMO in Clark County, it is imperative that
audiences beyond the transportation operations
community understand the following points:
The relationship of TSMO programs to broadly-
recognized regional transportation needs, policies,
and goals:
• That TSMO can provide cost-effective alternatives
to other proposed transportation investments;
• That there are successful examples of ITS and
TSMO at work today in the region;
• That the region has a long history of successful
and progressively more integrated transportation
operations through the participation of multimodal
stakeholder agencies at every level of government;
• That the region has increasing capabilities to
analyze quantifiable benefits and performance
measures to establish the benefi ts of TSMO;
In other words, regional policy makers must be aware
of the potential contribution of TSMO to meeting
the region’s transportation needs to be considered
alongside other proposed strategies in planning,
project development, and funding decisions.
Recommendation: Implement a program of proactive outreach to policy makers, stakeholder agencies, and the public, to raise awareness of the contributions of TSMO to meeting regional transportation needs.
Recommendation: TSMO operat ions and planning stakeholders should coordinate on an ongoing basis, at least quarterly, to address regional ‘planning for operations’ issues including Regional TSMO Plan implementation.
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73CHAPTER 6 TSMO IN THE REGIONAL PLANNING PROCESS
Key Concepts:
• A network of Regional TSMO Corridors and
Critical Operations Sub-Corridors have been
identifi ed for urbanized Clark County.
• Specifi c TSMO strategies can be applied to
each corridor depending on their operational
characteristics and needs.
• Implementation of TSMO strategies guides the
operational agreements and ITS infrastructure
investments required in a given corridor.
• There are mutually-supportive transportation
strategies that may be applied in combination
with TSMO to address the complete needs of
the corridors.
IntroductionThe previous chapters of this Plan have discussed
opportunities for TSMO and particular strategies at
the regional level. This chapter describes the TSMO
network in Clark County and the process by which
the network was developed. It also discusses the
applicability of TSMO strategies identified at the
regional level to specifi c corridors within the TSMO
network.
For example, varying levels of congestion on these
corridors, either by time of day or due to non-recurring
events such as traffi c accidents, weather, or special
events, suggests that an active TSMO approach to
managed operations is necessary to minimize impacts
to the traveler and commercial freight.
The Regional TSMO Network in Clark County
The Regional TSMO Network consists of limited-
access roadways, principal and major arterials
throughout urbanized Clark County where TSMO
strategies are likely to be effective, given the operational
characteristics of these facilities. These corridors
should be reviewed periodically and updated to refl ect
changes in conditions or character based on the
criteria in Table 16.
Figure 16 illustrates the full TSMO Network, including
limited-access highway and arterial corridors. The
process of selecting the TSMO Network from the regional
transportation network is described in section 7.2.
Chapter 7
Corridor Operation Improvement Plan
JUNE 2011
75CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
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76CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
Regional TSMO Corridor Screening Process
RTC’s congestion management process (CMP) was
used as the basis for identifying the Regional TSMO
Network. The CMP is a federally-mandated program
for evaluating the transportation system to reduce
congestion and achieve regional transportation goals.
Using the CMP as a starting point for TSMO corridor
identifi cation has several benefi ts:
• There is a strong linkage between congestion
and the operations needs that TSMO seeks to
address; this footprint of corridors represents
where there is an operational need or where the
implementation of TSMO strategies may improve
corridor performance.
• It creates a linkage between TSMO and existing
traditional regional planning processes;
• It establishes TSMO strategies as viable, low-cost,
near-term solutions to address the transportation
needs identifi ed through the CMP; and
• It allows the TSMO evaluation to take advantage of
the signifi cant data collection and analytical work
that is performed by RTC in preparing of the CMP.
TSMO Corridor Screening ProcessThe regional CMP network was reviewed by the project
Steering Committee, which made additions and
deletions based upon known operational conditions
in the corridors. Steering Committee members were
provided with a set of criteria, which was developed
to capture transportation characteristics that suggest
a need for active management of the transportation
system network.
Table 16 lists the criteria that were used to identify the
regional TSMO Corridors.
Table 16: Criteria for TSMO Corridor Evaluation and Network Development
1. VOLUME TO CAPACITY RATIO
Description: Highest volume to capacity (V/C) ratio within the corridor
Scoring:
10 point if V/C > 0.9; 0 for otherwise
5 points if 0.9 > V/C > 0.8
0 points if V/C < 0.8
2. FUNCTIONAL CLASSIFICATION
Description:Hierarchical designation of road function based on FHWA Functional Classifi cation System,
as designated by WSDOT
Scoring:
10 points for Principal Arterial (Expressway/Interstate)
5 points for Principal Arterial Major
0 points for Minor Arterial
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77CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
3. TRAFFIC VOLUME
Description: PM Peak Hour Traffic Volumes
Scoring:
10 points for > 4,000;
5 points for 1,000 – 3,999;
0 points for 0 – 999;
4. HIGH INCIDENT LOCATIONS
Description:Corridor contains high incident locations prone to non-recurring congestion events and
safety hazards, as identifi ed by stakeholders
Scoring:10 points if corridor contains a high incident location
0 points if does not contain a high incident location
5. INTERSTATE RELIEVER/DETOUR ROUTE
Description:
Corridor has the potential to serve as a reliever route to an existing interstate facility, as
identifi ed by stakeholders. A reliever route is considered to be an alternate facility (typically
running parallel to the facility for a long-distance) to the interstate(s).
Scoring:
10 points if a primary detour route
5 points if a secondary detour route
0 points if not a signifi cant detour route
6. EXISTING TRANSIT CORRIDOR
Description:Presence of existing and planned C-TRAN fi xed-route transit operating in the corridor
Scoring:
10 points if principal and/or future High Capacity Transit corridor
5 point if existing C-Tran services
0 if no transit services
7. FREIGHT CORRIDOR OF REGIONAL SIGNIFICANCE (FCRS)
Description:
Corridor is identifi ed as a FCRS in the RTC Freight Mobility Study because of existing truck
volumes, plus it provides a connection between key distribution centers, major employment
areas and/or the Port of Vancouver.
Scoring:
10 points if a regionally signifi cant corridor
5 points if a locally signifi cant corridor
0 points if not a designated corridor
Table 16 - Continued
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
78CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
8. EXISTING OR PLANNED ITS IMPLEMENTATION
Description:
Corridor and/or some portion of the corridor has existing or planned ITS investments which
can be used as a basis for implementation of TSMO strategies
Scoring:
10 points for existing ITS infrastructure
5 points if planned ITS infrastructure
0 points for no ITS implementation
9. VITAL EMERGENCY SERVICES CORRIDOR
Description:Corridor is in close proximity to emergency service providers and/or special importance in
emergency situations (e.g. evacuation routes)
Scoring:
10 points if a principal emergency corridor (stakeholder designated)
5 points of a secondary emergency corridor (stakeholder designated)
0 points if no distinguished regional signifi cance
10. MULTI-JURISDICTIONAL CORRIDOR
Description:
Corridor is under the jurisdiction and/or operation of multiple agencies; multi-jurisdictional
status may also bring more resources for improvements
Scoring:
10 points if three or more agencies
5 points if two agencies
0 points if one agency
11. TRAVEL SPEED VS. POSTED SPEED (CMP MEASURE)
Description: A travel speed lower than 60% of the posted speed limit is an indicator of delay/congestion.
Scoring:
10 points if 60% or less of posted speed
0 points if greater than 60%
Table 16 - Continued
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
79CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
Regional TSMO Network Description
The regional TSMO network developed by the Steering
Committee describes a footprint of regional freeways,
highways, and arterials that meet a minimum threshold
of operational needs in accordance with the previous
evaluation criteria.
The regional TSMO corridors network provides a
guideline for future regional and operation planning;
these strategies should be considered a viable
approach to meeting at least some of the transportation
needs of these corridors, based upon the analysis and
feedback from transportation agencies participating in
the development of this network.
It is recommended that the Regional TSMO Network
and associated TSMO strategies be referenced in the
course of corridor studies or area plans, traffi c impact
evaluations of development and land-use changes,
and project development, planning, and engineering,
and regional transportation system performance
measurement.
The TSMO network is one of the most fl uid aspects
of the TSMO Plan, because it is sensitive to external
changes in the transportation network and the impacts
of other initiatives and projects. As both transportation
conditions and TSMO strategies evolve, the TSMO
corridors network should be re-evaluated every two
to fi ve years to identify additions or deletions to the
network, emerging critical operations sub-corridors
and other changes precipitated over time by regional
growth and modifi cations to the network.
Critical Operations Sub-CorridorsA subset of the Regional TSMO Network with the
highest degree of operational need and opportunity
has been identified as “Critical Operations Sub-
Corridors.”
Critical Operations Sub-Corridors were identified
both from the list of high-scoring corridors against the
criteria described previously, as well as suggestions by
members of the Steering Committee who are familiar
with these facilities, their operational characteristics
and their physical constraints.
The Committee notes that while all corridors within the
Regional TSMO Network are operationally signifi cant,
there were specifi c critical segments within each of
the corridors that would stand to benefi t the most from
TSMO strategies. This guidance refl ects the notion
that a corridor has many elements and that, although
on the whole a corridor may be operating within
acceptable limits, certain segments and/or intersection
combinations may be in need of attention.
Figure 17 shows the limited-access and arterial
corridors and the respective segments that met the
above criteria.
Special-Event Management AreaA limitation of the corridor-based approach to planning
for TSMO corridors is capturing other specific
geographic areas that are sub-regional, but not
actually corridor-based. Opportunities for sub-regional
operations management identified by the Steering
Committee pertain to special-events management: the
downtown Vancouver area, and in the vicinity of the
Clark County Fairgrounds.
Management of special-events through traveler
information, dynamic traf f ic control, parking
management, transit management and other
operational strategies is an ideal application for TSMO
strategies, because the temporal nature of these events
does not warrant substantial capacity investments.
However, they can have signifi cant regional, even bi-
state, impacts on transportation system operations.
These special event areas acknowledged in the
Regional TSMO Network maps are also shown on
Figure 17.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
80CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
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SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
81CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
TSMO Strategies Applied to the Corridors
After determining the Regional TSMO Network, specifi c
TSMO strategies identifi ed in the regional plan were
applied to individual TSMO corridors. The result of this
process is shown in Table 17.
In general, TSMO strategies in the regional plan fall into
two categories: those that are implemented on a regional
basis (e.g., Regional Incident/Emergency Management)
and those that are implemented on a localized or
corridor-by-corridor basis (e.g., Transit Signal Priority).
Those that are implemented regionally are not mapped
against specific corridors, because these are more
overarching initiatives that are not directly relevant to any
specifi c corridor.
As Table 17 shows, the broadest array of TSMO strategies
are applicable to the region’s limited access corridors,
including Bi-State Incident Management and emerging
concepts such as Active Traffi c Management.
Most regional arterials offer similar opportunities, with
the differences among them attributable to the presence
(or absence) of transit service, regional freight corridor
designation, or proximity to a limited access corridor
(diversion and incident effects). Corricors scoring lowest
in the screening process are not listed individually, but
they are blended as “Other Regional Corridors” (Table
22). However, all arterial corridors in the Regional TSMO
Network can benefit from Enhanced Traffic Signal
Operations and Traffi c Surveillance as core strategies for
arterial operations management.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
82CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
Tabl
e 17
: TS
MO
Str
ateg
ies
as A
pplie
d to
Net
wor
k C
orrid
ors
Transportation Management Center
Bi-State Incident Management
Regional Incident/Emergency Management
Event Management (VancouverCBD; Clark County Fairgrounds)
Work Zone Management
Regional Performance Measures
Active Traffic Management
Integrated Corridor Management
Ramp Metering
Enhanced Traffic Signal Ops
Traffic Surveillance
Road Weather Information Systems
Automatic Vehicle Locator & Computer Aided Dispatch
Automatic Passenger Counters
Transit Signal Priority (in applicable transit corridors)
Transit Speed & Reliability
Regional Transit Fare Media
Real-time/predictive Freight Info.
Roadside Truck Screening
Truck Traffic Signal Priority
Freight Data Collection
Bi-State Traveler Info.
Roadside Traveler Info.
Regional Traveler Information
Predictive Traveler Information
Real-time Transit Arrival Info.
Transit Trip Planning Website
Parking Availability Info.
Stra
tegy
Impl
emen
ted
by C
orrid
or
TSM
O S
trat
egy
Cat
egor
ies
Trav
eler
Info
rmat
ion
Tran
sit M
anag
emen
t &
Ope
ratio
nsFr
eigh
t Man
agem
ent &
O
pera
tions
Stra
tegy
Impl
emen
ted
Reg
iona
lly
Reg
iona
l Man
agem
ent &
Ope
ratio
nsR
oadw
ay M
anag
emen
t & O
pera
tions
Stra
tegy
Impl
emen
tatio
n: L
imite
d A
cces
s R
egio
nal T
SMO
Cor
ridor
s
LEG
O CritO Oth
Faci
lity
Term
inus
Term
inus
I-205
Col
umbi
a R
iver
Mill
Plai
nI-2
05M
ill Pl
ain
Padd
en P
arkw
ayI-2
05Pa
dden
Par
kway
I-5I-5
Col
umbi
a R
iver
SR-5
00I-5
SR-5
0013
4th
St.
I-513
4th
St.
179t
h St
.I-5
179t
h St
.21
9th
St.
SR-1
4I-5
I-205
SR-1
4I-2
0519
2nd
Av.
SR-1
419
2nd
Av.
NW
6th
Av.
SR-1
4N
W 6
th A
v.32
nd S
t.SR
-500
I-5Fa
lkSR
-500
Falk
54th
SR-5
0054
thFo
urth
Pla
in/S
R-5
03
Faci
lity
Term
inus
Term
inus
Stra
tegy
Impl
emen
tatio
n: A
rter
ial R
egio
nal T
SMO
Cor
ridor
s
LEGEND:
O Critical Operations Sub-CorridorO Other Regional TSMO Corridors
Faci
lity
Term
inus
Term
inus
112t
h Av
.M
ill Pl
ain
28th
St.
112t
h Av
.28
th S
t.SR
-500
134t
h St
.Fr
ed M
eyer
I-205
NB
Off-
Ram
p16
4th
Av.
SR-1
4SE
1st
St.
78th
St.
Haz
el D
ell
Hw
y 99
Andr
esen
18th
St.
63rd
St.
Andr
esen
63rd
Pa
dden
Par
kway
Andr
esen
Padd
en P
arkw
ay
I-205
72nd
Ave
I-205
St
. Joh
n's
72nd
Ave
St. J
ohn'
s 11
9th
Four
th P
lain
NW
26t
h Av
.C
olum
bia
Four
th P
lain
Col
umbi
aI-5
Four
th P
lain
I-5Fa
lkFo
urth
Pla
inFa
lkAn
dres
enFo
urth
Pla
inAn
dres
enSR
-503
Four
th P
lain
SR-5
03
164t
h Av
.H
ighw
ay 9
9I-5
78th
St.
Hig
hway
99
78th
St.
99th
St.
LEGEND:
O Critical Operations Sub-CorridorO Other Regional TSMO Corridors
Hig
hway
99
99th
St.
117t
h St
.H
ighw
ay 9
911
7th
St.
134t
h St
.M
ain
Mill
Plai
nFo
urth
Pla
inM
ain
Four
th P
lain
I-5M
ill P
lain
Four
th P
lain
Col
umbi
aM
ill P
lain
Col
umbi
aFt
. Van
couv
erM
ill P
lain
Ft. V
anco
uver
Lies
erM
ill P
lain
Lies
erC
hkal
ovM
ill P
lain
Chk
alov
136t
h Av
.M
ill P
lain
136t
h Av
.16
4th
Av.
Padd
en P
arkw
ay78
th S
t.I-2
05Pa
dden
Par
kway
I-205
SR
-503
/SR
-500
SR-5
02I-5
SR-5
03SR
-503
Four
th P
lain
99th
St.
SR-5
0399
th S
t.19
9th
St.
SR-5
0319
9th
St.
219t
h St
.St
. Joh
nsFo
urth
Pla
inSR
-500
99th
Str
eet
Haz
el D
ell
Hw
y 99
**
Oth
erR
egio
nalT
SMO
Art
eria
lCor
ridor
s
LEGEND:
O Critical Operations Sub-CorridorO Other Regional TSMO Corridors
**
Oth
er R
egio
nalT
SMO
Art
eria
lCor
ridor
s
LEGEND:
O Critical Operations Sub-CorridorO Other Regional TSMO Corridors
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
83CHAPTER 7 CORRIDOR OPERATIONS IMPROVEMENT PLAN
Key Concepts:
• The Regional TSMO Implementation
Plan guides the deployment of Intelligent
Transportation Systems Infrastructure
necessary to support the region’s TSMO vision.
• Future Investments build upon existing ITS
infrastructure
• ITS should be deployed in accordance with
Regional ITS Guidelines to obtain the maximum
functionality and cost-effectiveness envisioned
in the plan.
IntroductionThis TSMO Implementation Plan describes a regional
strategy for deployment of ITS in Clark County over the
next ten years. The Plan was developed in consultation
with members of the Steering Committee to identify
future deployment corridors, and is a resource
that supports both project development and grant
applications.
Implementation of the TSMO strategies defined in
this Plan relies on the availability of enabling ITS and
communications infrastructure in the field that will
allow agencies to monitor and actively manage traffi c
operations. Southwest Washington has the benefit
of over ten years of coordinated ITS deployment
by transportation agencies, which provides a solid
foundation for supporting the TSMO vision.
To fulfill the TSMO vision for the region, this
Implementation Plan provides the necessary guidance
to agencies on the enabling ITS infrastructure that is
required to support each of the TSMO strategies in the
corridors defi ned in the regional network.
The future deployment need is based on three factors:
1. The existing or ‘baseline’ level of ITS deployment in
the region presently;
2. The ITS technologies needed to support the TSMO
strategies identifi es in each corridor; and
3. A Regional ITS Deployment Guideline that defi nes
a target level of instrumentation and functionality to
fully instrumented ITS corridors, and that supports
the desired TSMO functionality.
By comparing the ‘baseline’ ITS deployment in the
region today to the ITS implementation standard, it is
possible to estimate the level of future ITS deployment
needed in the region to support the TSMO vision.
Chapter 8
Regional TSMO Implementation Plan
JUNE 2011
85CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
A Flexible Guide for Achieving Regional ITS Implementation
In developing this chapter of the Plan, stakeholder
agencies emphasized the need for fl exibility in project
development due to varying priorities and funding
opportunities. The ITS Implementation Plan echoes
this need for fl exibility and can be used as a resource
in distinct ways depending on the circumstances and
objectives of the participating agencies in a given
corridor or project.
As noted earlier in this document, ITS projects are
incremental and often opportunistic, with infrastructure
deployment occurring as funding and other
opportunities (e.g., corridor construction projects)
permit. Therefore it is important that the Implementation
Plan supports incremental deployment while presenting
a vision that recognizes overall regional ‘build-out’
objectives.
Additionally, because the TSMO strategies that are
identifi ed as regional encompass multiple agencies
and multiple modes, the plan provides guidance on
the total multimodal infrastructure need within a given
corridor, so that implementing agencies can consider
the needs of other agencies as well as potential
partnership opportunities with those agencies when
implementing ITS infrastructure or seeking funding to
do so.
Aggregate Regional ITS Deployment Cost Estimate
This Implementation Plan provides order-of-magnitude
costs and guidance on the infrastructure required
in each corridor (as of June 2011) to achieve the
regional TSMO vision. Much of the information needed
to determine specific ITS implementation costs is
developed at the project engineering level. However,
based on the ‘gap analysis’ performed to examine the
ITS infrastructure readiness to support the region’s
TSMO vision, an aggregate planning level estimate of
future ITS investment has been determined.
Based on a planning-level capital cost estimate, the
regional ITS infrastructure needs for Clark County that
will support the regional TSMO vision is approximately
$12.4 million over the next ten years.
Additional information on planning-level cost
assumptions for regional and corridor-level ITS
implementation is provided in the appendix.
Using the ITS Implementation Plan
Figure 18 illustrates the elements of the TSMO Plan,
and how they provide many ‘entry points’ into ITS
project deployment planning and project development,
depending on agency needs, objectives and conditions.
The key feature is the connection between fi eld ITS
components and the TSMO strategies they support.
Those TSMO strategies, in turn, refl ect transportation
needs of the corridors and the region that have
been identifi ed by stakeholder agencies. In this way,
fulfi llment of the ITS Implementation Plan is a logical
strategy towards addressing regional transportation
needs.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
86CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Figure 18: Relationships Among Key Elements of the Regional TSMO Plan and ITS Implementation Plan
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
87CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Using the ITS Implementation Plan: Practical Examples
Table 18 describes the several ways to ‘engage’ the ITS Implementation Plan in several common ITS Implementation
scenarios.
ITS IMPLEMENTATION SCENARIO HOW TO USE THE ITS IMPLEMENTATION PLAN
Scenario 1: An agency is looking to identify the best ITS
investments in a particular corridor.
Example: A reconstruction project generates the opportunity for an agency to incorporate ITS and communications infrastructure as part of the larger capital project.
Step 1. Identify the TSMO strategies identifi ed in the Corridor
Implementation Plan (Chapter 7) for the corridor in question.
Step 2. Select TSMO strategies to be implemented and
determine the supporting ITS technologies required.
Step 3. Incorporate the required ITS technologies into the
proposed deployment project.
Step 4. Use the Regional ITS Guidelines to estimate deployment
requirements and guide project-level ITS engineering design.
Scenario 2: An agency is looking to implement a specifi c
TSMO strategy and is seeking the most advantageous
locations for deployment
Example: An agency wants to expand its successful Integrated Corridor Management program and is seeking the most benefi cial locations for the next investment based on the TSMO network and critical operations sub-corridors.
Step 1. Identify the corridors where the proposed TSMO strategy
was specifi ed as meeting corridor transportation needs in the
Corridor Implementation Plan (Chapter 7).
Step 2. Select TSMO strategies to be implemented, and
determine the supporting ITS technologies required.
Step 3. Incorporate the required ITS technologies into the
proposed deployment project.
Step 4. Use the Regional ITS Guidelines to estimate deployment
requirements and guide project-level ITS engineering design.
Scenario 3: An agency is looking for partnership
opportunities with other agencies who share an interest in
ITS deployment in a given corridor
Example: An agency wants to implement traffic signal upgrades, but is looking for ways to share communications costs with other agencies and strengthen the funding application by addressing more regional needs.
Step 1. Identify the other TSMO strategies identifi ed in the
Corridor Implementation Plan (Chapter 7) for the corridor in
question.
Step 2. Identify the stakeholder agencies with jurisdiction for
implementing those strategies.
Step 3. Enter a discussion with those agencies to identify
specifi c infrastructure-sharing and/or joint funding, maintenance,
and/ or operational partnerships.
Step 4. Use the Regional ITS Guidelines to estimate deployment
requirements and guide project-level ITS engineering design.
Scenario 4: An agency is in the process of developing a
project and is comparing TSMO strategies with higher-
cost capital projects.
Example: An agency wants to implement a particular project and there are several mutually-supportive strategies to consider; potential application of TSMO strategies should be the fi rst step in project development.
Step 1. Identify the ways that TSMO can address transportation
needs for the corridor in question.
Step 2. Select TSMO strategies to be implemented, and
determine the mutually-supportive strategies that will achieve
the desired outcome.
Step 3. Evalualte cost and effectiveness of TSMO against other
alternatives.
Step 4. Incorporate the identifi ed mutually-supportive strategies
into the proposed deployment project.
Table 18: Using the ITS Implementation Plan in Practical Situations
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
88CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
89CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
ITS Technologies Required to Support TSMO Strategies
Most of the strategies identifi ed in the Regional TSMO
Plan require some level of fi eld ITS and communications
deployment. Conversely, it is also true that ITS
technologies, once deployed, can support more than
one TSMO strategy. For example, communications
infrastructure, such as fi ber optic cable, can support
many transportation and non-transportation data
communications needs.
Table 19 on the next page shows the relationship
between TSMO strategies identifi ed in the plan and
the specific ITS components that support those
strategies. This table provides a reference for agencies
to determine the infrastructure needs required to
support TSMO, or that are seeking opportunities to
leverage existing infrastructure.
Note that certain TSMO strategies that are typically
deployed at the regional level and that do not have a
corresponding fi eld ITS application (e.g. many traveler
information systems do not involve roadside devices,
such as 511 telephone) are not included in the table on
the next page.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
90CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Tra
ve
ler
Info
rma
tio
n
Fre
igh
t
Ma
na
gm
en
t
& O
pe
rati
on
s
Tra
nsit
Man
ag
em
en
t &
Op
era
tio
ns
Ro
ad
way
Man
ag
em
en
t &
Op
era
tio
ns
Re
gio
na
l
Man
ag
em
en
t &
Op
era
tio
ns
ENABLING FIELD ITS
INFRASTRUCTURE
Bi-State Traveler Info.
Roadside Traveler Info.
Regional Traveler Information
Predictive Traveler Information
Real-time Transit Arrival Info.
Transit Trip Planning Website
Parking Availability Info.
Real-time/predictive Freight Info.
Roadside Truck Screening
Truck Signal Priority
Freight Data Collection
Automatic Vehicle Locator & Computer Aided Dispatch
Automatic Passenger Counters
Transit Signal Priority
Transit Speed & Reliability
Regional Transit Fare
Active Traffic Management
Integrated Corridor Management
Ramp Metering
Enhanced Traffic Signal Ops
Traffic Surveillance
Road Weather Information Systems
Transportation Management Center
Bi-State Incident Management
Regional Incident/Emergency Management
Event Management
Work Zone Management
Regional Performance Measures
VID
EO
SU
RV
EIL
LA
NC
E
TR
AF
FIC
SIG
NA
L
SY
ST
EM
S
TR
AN
SIT
SIG
NA
L
PR
IOR
ITY
TR
UC
K S
IGN
AL
PR
IOR
ITY
TR
AF
FIC
FL
OW
MO
NIT
OR
ING
RO
AD
SID
E
TR
AV
EL
ER
INF
OR
MA
TIO
N
Tabl
e 19
: IT
S In
fras
truc
ture
Req
uire
d to
Sup
port
TS
MO
Str
ateg
ies
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
91CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Tra
ve
ler
Info
rma
tio
n
Fre
igh
t
Ma
na
gm
en
t
& O
pe
rati
on
s
Tra
nsit
Man
ag
em
en
t &
Op
era
tio
ns
Ro
ad
way
Man
ag
em
en
t &
Op
era
tio
ns
Re
gio
na
l
Man
ag
em
en
t &
Op
era
tio
ns
ENABLING FIELD ITS
INFRASTRUCTURE
Bi-State Traveler Info.
Roadside Traveler Info.
Regional Traveler Information
Predictive Traveler Information
Real-time Transit Arrival Info.
Transit Trip Planning Website
Parking Availability Info.
Real-time/predictive Freight Info.
Roadside Truck Screening
Truck Signal Priority
Freight Data Collection
Automatic Vehicle Locator & Computer Aided Dispatch
Automatic Passenger Counters
Transit Signal Priority
Transit Speed & Reliability
Regional Transit Fare
Active Traffic Management
Integrated Corridor Management
Ramp Metering
Enhanced Traffic Signal Ops
Traffic Surveillance
Road Weather Information Systems
Transportation Management Center
Bi-State Incident Management
Regional Incident/Emergency Management
Event Management
Work Zone Management
Regional Performance Measures
DY
NA
MIC
TR
AF
FIC
MA
NA
GE
ME
NT
DE
VIC
ES
RA
MP
ME
TE
RIN
G
RO
AD
WA
Y
WE
AT
HE
R
INF
OR
MA
TIO
N
SY
ST
EM
S
PA
RK
ING
MA
NA
GE
ME
NT
SY
ST
EM
FIE
LD
CO
MM
UN
ICA
TIO
NS
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
92CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
ITS Implementation Needs by Corridor
The following exhibits illustrate the build-out ITS
deployment need and corridor ‘readiness’ to implement
the ten-year TSMO vision set out in this Plan. In this
case, readiness refers to the level of existing ITS
infrastructure in the field as compared to the ITS
infrastructure needed to fully support all of the TSMO
strategies envisioned for the corridors.
The ITS Implementation Guidelines (discussed later
in the chapter) was used as the basis for estimating
the future ITS deployment need. By comparing that
future build out scenario to existing ITS infrastructure,
it is possible to determine the ‘gap’ that has yet to be
implemented.
For each ITS equipment type, as well as for each
corridor as a whole, that future ITS deployment need
gap was classified as low, medium, or high. Note
that the readiness of a corridor is discrete from the
TSMO implementation priority identifi ed in Chapter 7.
However, these two concepts work hand-in-hand to
identify the ITS investment needs and the investment
priorities, respectively.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
93CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Table 20: ITS Infrastructure Readiness to Support TSMO Strategies
OVE
RA
LL C
OR
RID
OR
ITS
INFR
AST
RU
CTU
RE
REA
DIN
ESS
Com
mun
icat
ions
Bac
kbon
e(F
iber
Opt
ic/H
igh
Ban
dwid
th)
Tran
sit S
igna
l Prio
rity
Truc
k S
igna
l Prio
rity
Vid
eo S
urve
illan
ce (C
CTV
)
Dat
a C
olle
ctio
n - T
rave
l Tim
e M
easu
rem
ent a
nd C
lass
ifica
tion
Cou
nts
Sig
nal T
echn
olog
y U
pgra
des
(sys
tem
s, c
ontro
llers
and
in
tegr
atio
n)
Var
iabl
e M
essa
ge S
igns
(VM
S)
Seg
men
t Len
gth
(mile
s)
# S
igna
lized
Inte
rsec
tions
I-205 Columbia River Mill Plain N/A N/A N/A N/A N/A N/A 1.65I-205 Mill Plain Padden Parkway N/A N/A N/A N/A N/A N/A 4.71I-205 Padden Parkway I-5 N/A N/A N/A N/A N/A 4.07I-5 Columbia River SR-500 N/A N/A N/A N/A N/A N/A 2.00I-5 SR-500 134th St. N/A N/A N/A N/A N/A N/A 5.00I-5 134th St. 179th St. N/A N/A N/A N/A N/A N/A 2.28I-5 179th St. 219th St. N/A N/A N/A N/A N/A N/A 2.05I-5 219th St. SR-501/Pioneer St. N/A N/A N/A N/A N/A 2.59SR-14 I-5 I-205 N/A N/A N/A N/A N/A 6.05SR-14 I-205 192nd Av. N/A N/A N/A 4.08SR-14 192nd Av. NW 6th Av. N/A N/A N/A N/A N/A 2.22SR-14 NW 6th Av. 32nd St. N/A N/A N/A 4.72 2SR-500 I-5 Falk N/A N/A N/A N/A N/A 1.73 2SR-500 Falk 54th N/A N/A N/A N/A N/A 0.58 1SR-500 54th Fourth Plain/SR-503 N/A N/A N/A N/A 2.05 0112th Av. Mill Plain 28th St. N/A N/A N/A N/A 1.57 4112th Av. 28th St. SR-500 N/A N/A N/A N/A 1.32 5134th St. Fred Meyer I-205 NB Off-Ramp N/A N/A N/A N/A 0.89 6164th Av. SR-14 SE 1st St. N/A N/A N/A 2.04 10192nd Ave SR-14 18th St. N/A N/A N/A N/A 3.60 1078th St. Hazel Dell Hwy 99 N/A N/A N/A N/A N/A 0.34 3Andresen Mill Plain 18th St. N/A N/A N/A N/A N/A 0.68 3Andresen 18th St 63rd St N/A N/A N/A N/A 2 17 7
Facility: Start segment End segment
Andresen 18th St. 63rd St. N/A N/A N/A N/A 2.17 7Andresen 63rd Padden Parkway N/A N/A N/A N/A N/A 0.99 2Andresen Padden Parkway I-205 N/A N/A N/A N/A N/A 0.37 472nd Ave I-205 St. John's N/A N/A N/A N/A 1.15 072nd Ave St. John's 119th N/A N/A N/A 0.29 2Fourth Plain NW 26th Av. Columbia N/A 1.24 3Fourth Plain Columbia I-5 N/A N/A N/A 0.60 5Fourth Plain I-5 Falk N/A N/A N/A 1.79 5Fourth Plain Falk Andresen N/A N/A N/A 1.30 7Fourth Plain Andresen SR-503 N/A N/A N/A 2.86 10Fourth Plain SR-503 162nd Ave. N/A N/A N/A 2.32 5Highway 99 I-5 78th St. N/A N/A N/A N/A N/A 1.31 4Highway 99 78th St. 99th St. N/A N/A N/A N/A 1.04 1Highway 99 99th St. 117th St. N/A N/A N/A N/A 0.92 3Highway 99 117th St. 134th St. N/A N/A N/A N/A 0.90 4Main Mill Plain Fourth Plain N/A N/A 0.58 4Main Fourth Plain I-5 N/A N/A 1.30 8Mill Plain Fourth Plain Columbia N/A N/A N/A 1.40 5Mill Plain Columbia I-5 N/A N/A N/A N/A 0.44 5Mill Plain I-5 Lieser N/A N/A N/A 3.96 8Mill Plain Lieser Chkalov N/A N/A N/A N/A 1.51 8Mill Plain Chkalov 136th Av. N/A N/A N/A N/A N/A 1.09 6Mill Plain 136th Av. 164th Av. N/A N/A N/A N/A N/A 1.39 5Padden Parkway 78th St. I-205 N/A N/A N/A N/A 1.28 3Padden Parkway I-205 SR-503/SR-500 N/A N/A N/A N/A 2.01 3SR-502 I-5 SR-503 N/A N/A N/A N/A N/A 6.02 6SR-503 Fourth Plain 119th St. N/A N/A N/A N/A N/A 1.80 7SR-503 119th St. 199th St. N/A N/A N/A N/A N/A N/A 5.07 5SR-503 199th St. 219th St. N/A N/A N/A N/A N/A N/A 1.00 1SR-503 219th St. 244th St. N/A N/A N/A N/A 1.25 2St. Johns Fourth Plain SR-500 N/A N/A N/A N/A 0.81 399th Street Hazel Dell Hwy 99 N/A N/A N/A N/A N/A 0.60 4
Table 20: ITS Infrastructure Readiness to Support TSMO Strategies (as of June 2011)
Legend:
Low level of field infrastructure readinessModerate level of field infrastructure readinessHigh level of field infrastructure readiness
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
94CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Tabl
e 21
: Est
imat
ed 1
0-Ye
ar T
SM
O P
lan
Cos
ts S
umm
ary
**Fi
ber O
ptic
- co
mm
unic
atio
ns
back
bone
(per
mile
cos
ts)
Tran
sit S
igna
l Prio
rity
(per
in
ters
ectio
n)
Truc
k S
igna
l Prio
rity
- pos
sibl
e lo
catio
ns (p
er in
stal
latio
n)
Vid
eo S
urve
illan
ce/A
ctiv
e Tr
affic
M
anag
emen
t CC
TV (p
er c
amer
a)
Vid
eo S
urve
illan
ce/A
ctiv
e Tr
affic
M
anag
emen
t CC
TV (p
er c
amer
a)
Ram
p m
eter
s (a
ssum
es ~
10 ra
mp
met
ers
with
the
CR
C p
roje
ct)
Dat
a C
olle
ctio
n: c
ount
s,
clas
sific
atio
n, tr
avel
-tim
e m
easu
rem
ent (
per i
nsta
llatio
n co
sts)
Sig
nal t
echn
olog
y up
grad
es in
clud
ing
syst
ems,
con
trolle
rs a
nd in
tegr
atio
n (p
er in
ters
ectio
n co
sts)
Var
iabl
e M
essa
ge S
ign
(eac
h)
Reg
iona
l Tot
als
$75,000 $20,000 $125,000 $35,000 $65,000 $130,000 $25,000 $35,000 $150,000Facility: Start Segment End Segment
I-205 Columbia River Mill Plain N/A N/A N/A N/A N/A N/A N/A N/A N/A N/AI-205 Mill Plain Padden Parkway N/A N/A N/A N/A N/A N/A N/A N/A N/A N/AI-205 Padden Parkway I-5 N/A N/A N/A N/A $65,000 N/A N/A N/A N/A $65,000I-5 Columbia River SR-500 N/A N/A N/A N/A N/A $1,300,000 N/A N/A N/A $1,300,000I-5 SR-500 134th St. N/A N/A N/A N/A N/A N/A N/A N/A N/A N/AI-5 134th St. 179th St. N/A N/A N/A N/A N/A N/A N/A N/A N/A N/AI-5 179th St. 219th St. N/A N/A N/A N/A N/A N/A N/A N/A N/A N/AI-5 219th St. SR-501/Pioneer St. N/A N/A N/A N/A N/A N/A N/A N/A $150,000 $150,000SR-14 I-5 I-205 N/A N/A N/A N/A $65,000 N/A N/A N/A $150,000 $215,000SR-14 I-205 192nd Av. $306,000 N/A N/A N/A $65,000 N/A $25,000 N/A $150,000 $546,000SR-14 192nd Av. NW 6th Av. $166,500 N/A N/A N/A N/A N/A N/A N/A N/A $166,500SR-14 NW 6th Av. 32nd St. $90,000 N/A N/A N/A $65,000 N/A $25,000 $35,000 N/A $215,000SR-500 I-5 Falk N/A N/A N/A N/A $65,000 N/A $25,000 N/A $150,000 $240,000SR-500 Falk 54th N/A N/A N/A N/A $65,000 N/A N/A N/A $150,000 $215,000SR-500 54th Fourth Plain/SR-503 N/A N/A N/A N/A $130,000 N/A $50,000 N/A N/A $180,000112th Av. Mill Plain 28th St. N/A $80,000 N/A $35,000 N/A N/A $25,000 N/A N/A $140,000112th Av. 28th St. SR-500 N/A $80,000 N/A $35,000 N/A N/A $25,000 N/A N/A $140,000134th St. Fred Meyer I-205 NB Off-Ramp $66,750 N/A N/A $35,000 N/A N/A $25,000 N/A N/A $126,750164th Av. SR-14 SE 1st St. N/A $200,000 N/A $70,000 N/A N/A $25,000 $280,000 N/A $575,000192nd Ave SR-14 18th St. $75,750 N/A N/A $105,000 N/A N/A $25,000 $280,000 N/A $485,75078th St. Hazel Dell Hwy 99 N/A N/A N/A $35,000 N/A N/A $25,000 N/A N/A $60,000Andresen Mill Plain 18th St. N/A $60,000 N/A N/A N/A N/A $25,000 N/A N/A $85,000Andresen 18th St. 63rd St. N/A $80,000 N/A $35,000 N/A N/A $25,000 N/A N/A $140,000Andresen 63rd Padden Parkway N/A N/A N/A $35,000 N/A N/A $25,000 N/A N/A $60,000Andresen Padden Parkway I-205 N/A N/A N/A $35,000 N/A N/A $25,000 N/A N/A $60,00072nd Ave I-205 St. John's $86,250 N/A N/A $35,000 N/A N/A $25,000 N/A N/A $146,25072nd Ave St. John's 119th $21,750 N/A N/A $35,000 N/A N/A $25,000 $70,000 N/A $151,750Fourth Plain NW 26th Av. Columbia $93,000 $60,000 $125,000 $35,000 N/A N/A $25,000 $105,000 N/A $443,000Fourth Plain Columbia I-5 N/A $100,000 N/A $35,000 N/A N/A $25,000 $175,000 N/A $335,000
Captial Costs (each):
$ , $ , $ , $ , $ ,Fourth Plain I-5 Falk N/A $100,000 N/A $70,000 N/A N/A $25,000 $175,000 N/A $370,000Fourth Plain Falk Andresen N/A $140,000 N/A $35,000 N/A N/A $25,000 $245,000 N/A $445,000Fourth Plain Andresen SR-503 N/A $200,000 N/A $105,000 N/A N/A $25,000 $280,000 N/A $610,000Fourth Plain SR-503 162nd Ave. N/A $100,000 N/A $35,000 N/A N/A $25,000 $175,000 N/A $335,000Highway 99 I-5 78th St. N/A $80,000 N/A N/A N/A N/A $25,000 N/A N/A $105,000Highway 99 78th St. 99th St. N/A $20,000 N/A $35,000 N/A N/A $25,000 N/A N/A $80,000Highway 99 99th St. 117th St. N/A $60,000 N/A $35,000 N/A N/A $25,000 N/A N/A $120,000Highway 99 117th St. 134th St. N/A $80,000 N/A N/A N/A N/A $25,000 $140,000 N/A $245,000Main Mill Plain Fourth Plain $43,500 $80,000 N/A $70,000 N/A N/A $25,000 $140,000 N/A $358,500Main Fourth Plain I-5 $37,500 $160,000 N/A $70,000 N/A N/A $25,000 $210,000 N/A $502,500Mill Plain Fourth Plain Columbia N/A N/A $125,000 $35,000 N/A N/A $25,000 $175,000 N/A $360,000Mill Plain Columbia I-5 N/A $100,000 N/A N/A N/A N/A $25,000 $175,000 N/A $300,000Mill Plain I-5 Lieser N/A $160,000 N/A $140,000 N/A N/A $25,000 $210,000 N/A $535,000Mill Plain Lieser Chkalov N/A N/A N/A $70,000 N/A N/A $25,000 $210,000 N/A $305,000Mill Plain Chkalov 136th Av. N/A N/A N/A $35,000 N/A N/A $25,000 N/A N/A $60,000Mill Plain 136th Av. 164th Av. N/A N/A N/A $105,000 N/A N/A $25,000 N/A N/A $130,000Padden Parkway 78th St. I-205 $96,000 N/A N/A $70,000 N/A N/A $25,000 N/A N/A $191,000Padden Parkway I-205 SR-503/SR-500 $150,750 N/A N/A $35,000 N/A N/A $25,000 N/A N/A $210,750SR-502 I-5 SR-503 N/A N/A N/A $70,000 N/A N/A $150,000 N/A N/A $220,000SR-503 Fourth Plain 119th St. N/A $40,000 N/A N/A N/A N/A $100,000 N/A N/A $140,000SR-503 119th St. 199th St. N/A N/A N/A N/A N/A N/A $100,000 N/A N/A $100,000SR-503 199th St. 219th St. N/A N/A N/A N/A N/A N/A $25,000 N/A N/A $25,000SR-503 219th St. 244th St. $93,750 N/A N/A $35,000 N/A N/A $25,000 N/A N/A $153,750St. Johns Fourth Plain SR-500 $60,750 N/A N/A N/A N/A N/A $25,000 $105,000 N/A $190,75099th Street Hazel Dell Hwy 99 N/A $40,000 N/A N/A N/A N/A $25,000 N/A N/A $65,000
18.51 101 2 46 8 10 55 91 5
$1,388,250 $2,020,000 $250,000 $1,610,000 $520,000 $1,300,000 $1,375,000 $3,185,000 $750,000 $12,483,250
with:
Quantities:**Other Regional TSMO Corridors (separate table)
Table 21: Estimated 10-yr ImplementationPlan Costs Summary (as of June 2011)
*Programmed projects are not included
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
95CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Tabl
e 22
: Oth
er R
egio
nal T
SM
O C
orrid
ors
Cos
t Sum
mar
y
**Fi
ber O
ptic
- co
mm
unic
atio
ns b
ackb
one
(per
m
ile c
osts
)
Tran
sit S
igna
l Prio
rity
(per
inte
rsec
tion)
Truc
k Si
gnal
Prio
rity
(per
inst
alla
tion)
Vide
o Su
rvei
llanc
e/Ac
tive
Traf
fic M
anag
emen
t C
CTV
(per
cam
era)
Dat
a C
olle
ctio
n: c
ount
s, c
lass
ifica
tion,
trav
el-
time
mea
sure
men
t (pe
r ins
talla
tion
cost
s)
Sign
al te
chno
logy
upg
rade
s in
clud
ing
syst
ems,
con
trolle
rs a
nd in
tegr
atio
n (p
er
inte
rsec
tion
cost
s)
Varia
ble
Mes
sage
Sig
n (e
ach)
Reg
iona
l Tot
als
$75,000 $20,000 $125,000 $35,000 $25,000 $35,000 $150,000
18th Ave 112th Ave 162nd Ave $195,000 N/A N/A N/A $25,000 $70,000 N/A $290,000
SR-500/Padden Pkwy SR-503 Ward Rd $170,250 N/A N/A $105,000 $25,000 $70,000 N/A $370,250
78th/76th NW 10th Ave Hazel Dell $42,000 N/A N/A $35,000 $25,000 $70,000 N/A $172,000
78th/76th Hwy 99 SR-503 N/A N/A N/A $35,000 $25,000 N/A N/A $60,000
99th Street NW 11th Ave Hazel Dell $48,000 N/A N/A N/A $25,000 N/A N/A $73,000
99th Street Hwy 99 25th Ave N/A N/A N/A N/A $25,000 N/A N/A $25,000
136/137/138th Ave. Mill Plain Padden Parkway N/A $60,000 N/A $35,000 $25,000 $140,000 N/A $260,000
Burton/28th Andresen Rd 162nd/164th Ave N/A N/A N/A N/A $25,000 $175,000 N/A $200,000
162nd Ave SE 1st Padden Parkway N/A $100,000 N/A $105,000 $25,000 $175,000 N/A $405,000
139th/134th NW 11th Ave NE 10th Ave $87,000 N/A N/A N/A $25,000 $140,000 N/A $252,000
139th/134th I-205 WSU Entrance $73,500 N/A N/A N/A $25,000 $105,000 N/A $203,500
Ft Vancouver Way Mill Plain Fourth Plain $47,250 N/A N/A N/A $25,000 $70,000 N/A $142,250
St. Johns SR-500 NE 88th Street $227,250 N/A N/A $35,000 $25,000 $245,000 N/A $532,250
Hazel Dell 78th/76th 99th Street $74,250 $60,000 N/A N/A $25,000 $210,000 N/A $369,250
12.86 11 0 10 14 42
$964,500 $220,000 $0 $350,000 $350,000 $1,470,000 $0 $3,354,500
Facility: Start segment End segment
Capital Costs (each)
Total Costs:
Quantities:
Table 22: Estimated 10-yr Implementation PlanCosts Summary - 'Low Scoring TSMO Corridors' (as of June 2011)
*Programmed projects are not included
with:
Table 22: Estimated 10-yr Implementation PlanCosts Summary - 'Low Scoring TSMO Corridors' (as of June 2011)
*Programmed projects are not included
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
96CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Fig
ure
19: F
ield
Infr
astr
uctu
re R
eadi
ness
§̈ ¦205
§̈ ¦5
§̈ ¦205
C.C
. Fai
rgro
unds
/Am
phith
eatr
e
Dow
ntow
n Va
ncou
ver
SR-503
SR-5
02
78th
/76t
h
Hwy 99
Mill
Pla
in B
lvd
162nd Ave
Four
th P
lain
Blv
d
Padd
en P
kwy
Bur
ton/
28th
18th
Ave
Andresen/ 72nd
192nd Ave
136/137/138th Ave.
139t
h/13
4th
164th Ave
Main St99
th S
tree
t
112/Chkalov/Gher
Four
th P
l.
Hazel Dell
St. Johns/Ft. Vanc
Cla
rk C
ount
y
Vanc
ouve
r
Cam
as
Bat
tle G
roun
d
®R
TC T
SMO
Pla
n: F
ield
Infr
astr
uctu
reR
eadi
ness
Fig
ure
19 (a
s of
Jun
e 20
11)
rev.
2/2
3/20
11
03
1.5
Mile
s
DR
AFT
in a
ssoc
iatio
n w
ith:
Lege
nd
Hig
h-Le
vel o
f Fie
ldIn
fras
truc
ture
Rea
dine
ss
Low
-Lev
el o
f Fie
ldIn
fras
truc
ture
Rea
dine
ss
Mod
erat
e-Le
vel o
f Fie
ldIn
fras
truc
ture
Rea
dine
ss
Even
t Man
agem
ent A
reas
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
97CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Regional ITS Deployment Guidelines for TSMO Corridors
The Regional ITS Deployment Guidelines provide
planning-level, pre-engineering functional guidance to
support the development of ITS infrastructure project
concepts and funding estimates. These guidelines
refl ect the level of fi eld ITS instrumentation required
to ‘build out’ TSMO corridors in the region. These
standards are described functionally, with specific
implementation considerations for a given project or
corridor left to the appropriate project engineering
phase.
These guidelines will assist project planners and
engineers in selecting the appropriate ITS elements
for a given project that fulfi ll the collective vision for
ITS functionality, considering the needs of all impacted
agencies, the desired level of data collection to support
operations performance monitoring and planning,
and the functionality of all future TSMO strategies.
By building to this regional standard, agencies are
supporting the incremental fulfi llment of the region’s
TSMO vision and fi eld infrastructure needs.
ITS deployment guidelines are subject to the verifi cation
of fi eld conditions, project-level engineering, evaluation
and design, and also the governing codes and
standards of the implementing agencies. Actual
deployment standards may vary by corridor in response
to specifi c conditions or needs.
The ITS implementation guidelines are organized by
ITS fi eld element and include the following:
• Communications Backbone;
• Traffic Signals;
• Traffic Detection;
• Corridor Video Surveillance;
• Traveler Information;
• Emergency Vehicle Pre-Emption;
• Transit Signal Priority;
• Truck Signal Priority; and
• Other Guidelines.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
98CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
Table 23: Regional ITS Deployment Guidelines
ITS FIELD ELEMENT REGIONAL ITS DEPLOYMENT GUIDELINES
Communications Backbone To the extent practical, all fi eld devices shall be connected by a redundant fi ber optic
communications backbone and linked to central control locations.
Provisions for future communications network in designated TSMO corridors, such
as installation of conduit and pull boxes, shall be incorporated as part of road
reconstruction/upgrade projects.
Field devices shall be connected (directly or through the appropriate central system)
to host agency data archives and the PORTAL regional data archive to support
performance measurement and data analysis.
Traffic Signals All traffi c signals shall be connected to the appropriate State, County, or City central
traffi c signal control system for remote monitoring, operations and maintenance.
Where appropriate, traffi c signals shall operate in a coordinated fashion using
demand responsive or adaptive traffi c control algorithms to respond to variability
in traffi c fl ow conditions by time of day, day of week, and due to planned and non-
recurring events.
Traffic Detection Traffi c detection shall provide situational awareness to support operational
objectives of the corridor, including but not limited to: traffi c signal operations, detour
implementation, incident management, transit management, and/or integrated
corridor management.
Traffi c signal detection shall support collection of data needed to support
transportation performance metrics defi ned in the Regional TSMO Plan (e.g., speed,
volume, travel-time).
Traffi c detection devices shall, to the extent practical, support lane-level data
collection.
At a minimum, classifi ed traffi c counts shall be collected at major intersections.
Traffi c detection shall be implemented to support regional traveler information
systems, such as travel-time measurement.
Traffic Video Surveillance Traffi c video surveillance shall provide situational awareness to support operational
objectives of the corridor, including but not limited to: traffi c signal operations, detour
implementation, incident management, transit management, and/or integrated
corridor management.
Traffi c video surveillance shall be provided at each intersection in the designated
TSMO corridors.
Additional traffi c video surveillance shall be implemented to achieve a maximum
camera spacing of ½ mile.
Where practical, cameras shall be of pan-tilt-zoom (PTZ) functionality for maximum
device fl exibility.
Where possible, inter-agency video sharing capabilities shall be implemented to
support multimodal transportation system management such as transit operations,
integrated corridor management, etc.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
99CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
ITS FIELD ELEMENT REGIONAL ITS DEPLOYMENT GUIDELINES
Traveler Information Field traveler information devices shall be implemented to support the operational
objectives of the corridor, such as route choice decision making, implementation of
detours, or incident and event management.
Arterial variable message signs (VMS) and/or blank-out signs shall be located at
key points of decision throughout the region, such as major intersections, freeway
entrance ramps, park and rides, and approaches to major activity centers or high
congestion locations.
Arterial variable message signs (VMS) and/or blank-out signs shall be implemented
along designated detour or alternative routes to provide wayfi nding guidance to
motorists.
Transit traveler information systems shall be installed at key passenger stops, transfer
facilities, and park and rides in accordance with C-TRAN standards.
Capability to retrieve data from fi eld devices and supply it to regional traveler
information providers.
Emergency Vehicle
Pre-Emption
Emergency vehicle pre-emption shall be implemented at all signalized intersections
within the region.
Emergency vehicle pre-emption systems shall be capable of encoding for secure
operations
Emergency vehicle pre-emption systems shall be inter-operable with systems in
neighboring jurisdictions to the extent possible and practical.
Traffi c signals shall support the activation of emergency vehicle pre-emption centrally
from regional traffi c control centers.
Transit Signal Priority Transit signal priority shall be implemented at intersections along C-TRAN transit
service corridors that are designated for implementation, and where warranted by
detailed engineering evaluation.
Transit signal priority shall be operated per agreement between C-TRAN and the
respective State, County, and/or City agencies with jurisdiction at each signal location.
Truck Signal Priority Truck signal priority shall be implemented at intersections along designated regional
freight corridors where warranted by detailed engineering evaluation.
Other Guidelines Field ITS deployment shall take into account future standards in support of USDOT’s
Connected Vehicle Technology program (vehicle-to-roadside, vehicle-to-vehicle, and
vehicle-to-center applications (e.g. crash avoidance).
ITS systems shall be implemented in a manner that is mutually supportive of mutually-
supportive operations and transportation management strategies such as towing/
roadside assistance, access management, transportation demand management
(TDM), etc.
Special treatments (e.g. fl ashing beacons) should be considered at transitions from
rural arterial/highway to urbanized conditions.
SOUTHWEST WASHINGTON REGIONAL TRANSPORTATION COUNCILREGIONAL TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS PLAN
JUNE 2011
100CHAPTER 8 REGIONAL TSMO IMPLEMENTATION PLAN
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