ITS 3C Summit (2014)

Mobile, Alabama

Presented by:

Steve McDonald, P.E.

1

“San Diego I-15 Integrated Corridor Management System”

Tech Session 3

“We Like to Move it, Move it-Integrated Corridor Management”

September 16, 2014

U.S. Department of Transportation

Presentation Overview

2

• Problem Statement

• San Diego ICMS Background

• ICM System Design

• Expected Outcomes

• Conclusions

U.S. Department of Transportation

Project Partners/Stakeholders

3

National ICM

EvaluatorNational AMS

Contractor

U.S. Department of Transportation

Problem Statement

Tra

nsit

Fre

ew

ays

Arte

rials

Managed

Lanes/T

olls

Em

erg

en

cy

Responders

U.S. Department of Transportation

Problem Statement

Tra

nsit

Fre

ew

ays

Arte

rials

Managed

Lanes/T

olls

Em

erg

en

cy

Responders

Managed independently, limited coordination

U.S. Department of Transportation

Changing the Paradigm

U.S. Department of Transportation

Changing the Paradigm Via ICM

U.S. Department of Transportation

FHWA ICM Program

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7-Year Federally-sponsored program

supporting development of improved mobility,

safety, and other transportation objectives for

people and goods through integrated

management of transportation networks and

cross-network connections in major

transportation corridors in metropolitan areas.

U.S. Department of Transportation

FHWA ICM Program

• Phase 1: Conducted research into the current state of corridor management

• Phase 2: Develops analytic tools and methods that enable the implementation and evaluation of ICM strategies.

• Phase 3: Corridor Site Development, Analysis and Demonstration - San Diego and Dallas

• Phase 4: ICM Outreach and Knowledge and Technology Transfer

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U.S. Department of Transportation

Evaluation Hypothesis

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Hypothesis

The Implementation of ICM will:

Improve Situational Awareness

Enhance Response and Control

Better Inform Travelers

Improve Corridor Performance

The implementation of ICM will have a positive or no effect on:

Air Quality

Safety

Have Benefits Greater than Costs

Decision Support Systems

U.S. Department of Transportation

What is Integrated Corridor Management?

• Intelligent Transportation System (ITS) Concept

• Manages all facilities and modes in a pro-active, coordinated manner

• Involves Active Traffic Management (ATM) and Active Transportation Demand Management (ATDM)

• Optimizes use of all available infrastructure

• Directs travelers to underutilized capacity and modes

• Focuses on motorists shifting their trip departure times, routes, or modal choices

• Allows agencies the ability to dynamically adjust capacity

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U.S. Department of Transportation

Phase 3 – ICM Demonstration

• Five primary ICM goals in Phase 3 :1. The corridor’s multi-modal and smart-growth approach shall

improve accessibility to travel options and attain an enhanced level of mobility for corridor travelers.

2. The corridor’s safety record shall be enhanced through an integrated multimodal approach.

3. The corridor’s travelers shall have the informational tools to make smart travel choices within the corridor.

4. The corridor’s institutional partners shall employ an integrated approach through a corridor-wide perspective to resolve problems.

5. The corridor’s networks shall be managed holistically under both normal operating and incident/event conditions in a collaborative and coordinated way.

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U.S. Department of Transportation

Sabre Springs/Penasquitos Transit Center

I-15 Express Lanes

SR 56/Ted Williams Parkway

N

Direct Access Ramp (DAR)

I-15 Main Lanes

Express Lanes

DAR

BRT Stations

Arterial Network

Main Lanes1

2

3

4

5

“ICM is about management of a corridor. Management implies more than monitoring. Management implies planning for, and responding to, what is happening across all networks”

5

1

2

3

4

San Diego ICM: Next Big Step in Transportation System Management

U.S. Department of Transportation

San Diego I-15 Corridor

• 21 mile corridor

• Includes 16 miles of Managed Lanes

• Encompasses three cities: Escondido, Poway, and San Diego

• Interregional goods movement corridor

• 3 segments: South, Mid, North

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Poway

Santee

Escondido

5252

56

78

67

78

Mira Mesa/

Miramar College

Escondido

Transit CenterNorth Segment

South Segment Sabre Springs/

Peñasquitos

Rancho

Bernardo

Del Lago

Middle Segment

U.S. Department of Transportation

Corridor Infrastructure

8 Caltrans DMS

25 FasTrak DMS

20 Portable CMS (Caltrans)

240 Signalized intersections

42 Ramp Metering Stations

40+ Vehicle Detection Stations

Highway Advisory Radio

Arterial Trailblazers

5 BRT stations

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U.S. Department of Transportation

Rancho Bernardo Transit Center

BRT

Station

Main Lanes

Managed

LanesDirect Access

Road to Arterial

Park-

and-Ride

Drop

Ramps

U.S. Department of Transportation

ICMS Inputs and Outputs

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U.S. Department of Transportation

Interfacin

g Systems (C

on

text Diagram

)

System Design

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ICMS Data Stores (includes Library of a-priori plans)

iNet(User Interface, Response Plans)

Aimsun Online(Real-Time

Simulation and Predictive Analysis)

Learning/Feedback

Enhancements to serve as the corridor performance

management element of DSS

TransModeller

511

IMTMSSystem Services

Off-Line ModelingA-Priori Response Plans

AIS

TransCAD

Background Traffic

Assignment

IMTM

S Servers/Co

mm

un

ication

sPeMSaPeMStPeMS

Delcan/TSS

Delcan

SANDAG

Decision Support System

U.S. Department of Transportation

Aimsun Online Interfaces

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Detection data filtering

and processing

Aimsun

Micro/Meso

Selected

O/D matrix

Real time raw

detection data

Filtered

detection pattern

Historical

traffic patterndata base

Historical

O/D matrixdata base

Parallel Simulations

Real time

event detection

Traffic mana-

gement strategies

Best strategy

selectionForecast

traffic data

Aimsun Online

O/D Matcher

Pattern recognition module

Real time

control plan data

Quality Manager

module

Traffic Management

Operations

Quality

Indicators

What is the best strategy to respondbased on:

• Rules-Based DSS

• Available Assets

• Current and predicted traffic conditions

• On-line Micro simulation Analysis

U.S. Department of Transportation

Action plans defined within 5 categories

ICMS Action Plans/Response Plans

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Traveler Information

• No change• Notify operators

of event• Notify public of

event on freeway• Notify public of

event on arterial• Direct traffic to

use alternative routes

• Direct traffic to specific routes or transit usage

Traffic Signal Timing

• No action• Inbound Shoulder• Inbound Peak• Inbound Step Up• Inbound Flush• Outbound

Shoulder• Outbound Peak• Outbound Step

Up• Outbound Flush

Ramp Metering

• No action• Meter Off• Meter Rate 1• Meter Rate 2• Meter Rate 3• Meter Rate 4• Meter Rate 5• Meter Rate 6• Meter Rate 7• Meter Rate 8• Meter Rate 9• Meter Rate 10• Meter Rate 11• Meter Rate 12• Meter Rate 13• Meter Rate 14• Meter Rate 15

Transit

• No change• Notify transit

dispatcher of event• Provide transit

dispatcher w/ recommended transit user message

• Provide dead-head re-routing recommendation

• Provide in-service re-routing recommendation

• Recommend deployment of stand-by transit vehicles

Express Lanes

• No change• Open to all

Vehicles• Northbound 3

Southbound 1• Southbound 3

Northbound 1• Closed to

vehicles (segment)

U.S. Department of Transportation

Response Plan Concept

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Express Lanes

• Not used

• Action Plan 1

• Action Plan 2

Transit

• Action Plan 1

• Action Plan 2

Traveler Information

• Action Plan 1

• Action Plan 2

• Action Plan 3

• Action Plan 4

Traffic Signal Timing

• Action Plan 1

• Action Plan 2

• Action Plan 3

• Action Plan 4

Ramp Metering

• Action Plan 1

• Action Plan 2

• Action Plan 3

• Action Plan 4

A combination of Action Plans defines an individual Response Plan

U.S. Department of Transportation

Response Postures

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Conservative Conservative Moderate

Conservative Moderate Aggressive

Moderate Aggressive Aggressive

U.S. Department of Transportation

Event Impact

Response Posture

Demand

Response Postures

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Conservative• Example – Provide slight

increase to ramp metering rate

Moderate • Example – Provide additional

green-time to favor northbound

traffic while still providing

adequate cross-street timing

Aggressive• Example – Display alternate

route for freeway traffic on

CSM, such as “INCIDENT

AHEAD NB USE POMERADO”

Light• Weekends

• Holidays

Moderate • Off-peak weekday

• Minor weekend special event

Heavy• Peak-hour weekday traffic

Low• Incident closing freeway shoulder or

one lane

• Construction closing one lane of

primary arterial

• Breakdown of transit vehicle

Medium• Incident closing 1 freeway lane

• Closure of Express Lanes

• Construction on Pomerado reducing

NB and SB to one lane each

direction

High• Major incident at intersection of

primary arterials

• Closure of two or more lanes of the

freeway

• Combination of low and medium

incidents

U.S. Department of Transportation

Congestion Detection Rules

• Control Sensitivity to create ICM events

• Detection Rules– Distance Criteria

• Severity criteria • Bridging events• Transition events

– Detection Measures• Free Flow comparison• Historical comparison

– Measures used• Speed• Delay• V/C

U.S. Department of Transportation

Asset Availability Rules

• Discrete control of agency assets

– Diversion Routes

– Signals

– Ramps

– Signs

• Weekly Schedule

• Manual Override

U.S. Department of Transportation

What will San Diego ICMS do?

Implements Active Traffic Management (ATM) strategies to pro-actively manage multiple modes through and along the corridor.• En-route traveler information• Pre-trip traveler information• Automatically detects/predicts congestion events• Dynamic Rerouting• Freeway coordinated adaptive ramp metering• Signal coordination on arterials with freeway ramp metering• Regional arterial management • Real-time multimodal decision support• Network traffic prediction• On-line micro simulation analysis• Real-time response strategy assessment

U.S. Department of Transportation

Network Traffic Prediction

4 different time

intervals (15,

30, 45, 60

minutes) to view

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U.S. Department of Transportation

Response Plan Evaluation

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U.S. Department of Transportation

Response Plan Diversions

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U.S. Department of Transportation

Ramp Meter Responses

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U.S. Department of Transportation

DMS Responses

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U.S. Department of Transportation

Signal Responses

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U.S. Department of Transportation

Response Plan Summary

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U.S. Department of Transportation

What is unique about San Diego ICMS?

• First system to incorporate a Network Prediction Subsystem (NPS) and Real-time Simulation Subsystem (RTSS) into an operational ATMS

• Intelligent Decision Support System that uses rules-based response plans, NPS, RTSS and dynamic route guidance

• It’s a Real-time Multimodal Decision Support System (RTMDSS)

• 2013 Best of ITS America Award -Innovation

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U.S. Department of Transportation

Conclusions

• Real-time prediction and evaluation engines can be used to influence commuter’s route and mode options

• Use of Network Prediction Subsystem (NPS) and Real Time Simulation Subsystem (RTSS) is an important component for an effective decision support system.

• Micro-Simulated outputs of “Measures of Effectiveness” have been used in planning strategies for years, but now they have moved from planning to operations.

• There are challenges in working with multiple data sets from disparate data sources

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U.S. Department of Transportation

Thank You

Alex Estrella

Project Manager

SANDAG

aes@sandag.org

Dan Lukasik, P.E.

Technical Manager

Parsons

daniel.lukasik@parsons.com

Peter Thompson

Technical Manager

SANDAG

pth@sandag.org

Richard Chylinski

Project Manager

Parsons

richard.chylinski@parsons.com

Robert SheehanICM Initiative San Diego Site Team Lead FHWArobert.sheehan@dot.gov