October 27th, 2010

Roger Browne, M.A.Sc., P. Eng.ITS Program Section

Ministry of Transportation, Ontario

Presented by

Second Plenary

OUTLINE

Background - Project Scope Key Issues and Challenges Project Status and Next Steps Questions

Transportation Border Working Group : Oct, 2010

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BACKGROUND

Under the Intelligent Border Crossing study, a vision was established that identified three key areas of focus: Traffic Management and Operations Advanced Traveler Information Public/Private Sector Needs

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Traffic Management and Operations Providing real-time information en route ITS to facilitate improved safety and

efficiency at the border approaches ITS to aid motorists and commercial vehicles

in decision-making

VISION – THREE KEY ASPECTS [1]

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Advance Traveler Information (ATI) Providing information to motorists and

commercial vehicle operators via the Internet

Combination of border wait-time plus traffic conditions along the route

Intended for pre-trip planning purposes Provides real-time, historic log and

prediction of traffic conditions and border wait-times

VISION – THREE KEY ASPECTS [2]

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Additional Public/Private Sector Needs Similar to ATI however, customized, value-added

information Real-time and historic information of significant

value to: Border crossing authorities CBP and CBSA Commercial Vehicle Operators (CVO) Border Crossing Operators – Windsor-Detroit Tunnel, Blue

Water Bridge, Ambassador Bridge, etc.

VISION – THREE KEY ASPECTS [3]

Traffic Management and Operations System to provide border wait-time information

for motorists and commercial vehicles en route

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Ambassador BridgeDetroit WindsorTunnel

10 MIN

8 MIN

Current Border Delay

Border Advisory System is a key piece to meeting other requirements

Advanced Traveller Information Information generated by system can be published

on the web for pre-trip planning purposes Balance border traffic demands on provincial level

Public/Private Sector Needs Border delay combined with traffic delays to

estimate travel times along selected routes Information generated to be provided directly to

CBP or CVOs

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Transportation Border Working Group : Oct, 2010

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Project presents many challenges both logistical and technical

Logistical What information and where? Support from border crossing operators

Technical Algorithm to determine border wait-time Technology to collect data

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Concerns regarding the value in providing detailed information so far upstream

Addressed via: Project team asks the question, “If I were a

motorist or a commercial vehicle traversing this route, what information am I really looking for and where?”

Resolution of information to become more detailed the closer you get

Maybe need to supplement with real-time information regarding travel times to get to Windsor or Sarnia 12

BORDER DELAY INFORMATION (WHERE)(CONCEPTUAL MOCK-UP OF LOCATIONS BASED ON REST STATIONS)

BORDER ADVISORY SIGN (WHAT INFO)

Windsor-Detroit Tunnel

Ambassador Bridge

Detroit-River Int’l Crossing

CARS

TRUCKS TRUCKS

5-10 0-5

5-10 0-5 15-20 0-5

5-10 0-5 15-20 0-5

CURRENT BORDER WAIT-TIMES (mins)

Concern that the information provided may inadvertently cause a loss in revenue

Addressed via: Generally motorists don’t divert from their set

plan; commercial vehicles generally cannot divert from programmed crossing

Independent, unbiased historic information can be used for business forecasting

Becoming active stakeholder could result in new potential revenue stream

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Mathematical models or algorithms are required to take traffic data and calculate or predict border wait-times

Freeway vs Arterial Approach Freeway to Inspection Lanes – Straight

forward Arterials to Inspection Lanes – Far more

complex

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ALGORITHM PRINCIPLE

BORDERWAIT-TIME

QUEUELENGTH

SERVICERATE

Service Rate = 5 veh/min; Queue Length = 10 vehicles;

Therefore, Border-Wait-Time = 2 mins

Traffic queues from primary inspection lanes directly onto freeway

Freeway spillback is the only queue/wait-time that needs to be measured

No other constraints on freeway

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Traffic queues from primary inspection lanes onto one or more municipal streets

Queuing also independently caused by high traffic volumes at signalized intersections

Driveways and other side-friction can also impose further queuing and delays

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Technology must be non-intrusive Not possible to get inductive loops on

bridges or tunnels given potential traffic impacts during installation and maintenance

Technology must cater to sensitivities Video-based systems may not be permitted

due to current or future re-hashed security concerns

Probe-based information must be anonymous

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Transportation Border Working Group : Oct, 2010

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Official kick-off meeting held in September

Project Information Briefing Sessions held with Blue Water Bridge and Windsor-Detroit Tunnel border crossing operators

Significant progress made with respect to laying out the approach and tackling the issues

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Determine what information required and

location

Determine what information required and

location

Develop mathematical algorithm to generate this

information from data collected

Develop mathematical algorithm to generate this

information from data collected

Determine data needs to generate this informationDetermine data needs to generate this information

Select and test technologies capable of

providing the data required

Select and test technologies capable of

providing the data required

Compare border wait-time calculated against ground

truth

Compare border wait-time calculated against ground

truth

Modify or calibrate algorithm based on

findings

Modify or calibrate algorithm based on

findings

TRAFFIC ENGINEERING PERSPECTIVE

Considering whether or not there is an overload of information to be provided

Consideration being given to whether or not there is a need to have additional information in the City of Windsor itself

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AmbassadorBridge

Windsor-Detroit Tunnel

Travel Time to US via

Ouellette

Border Wait-Times

Border Wait-Times

Border Delay +

Travel Times

Travel Time to US via

Hwy 3

Possible Scenario

Original Delcan proposal calls for calibration runs to confirm operation of algorithm

Now considering Bluetooth readers to establish database of ‘ground truth’ information for comparison and calibration of algorithm

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Concerns over microwave given inaccuracy of readings at lower speeds

Consideration being narrowed down to: Microloops installed under bridge structures

where it is easy to install and maintain without affecting traffic

Bluetooth Readers with some form of prediction model based on mapping current conditions with historic data

Smart phone GPS tracking application whereby an APP is developed and motorists volunteer their information in exchange for detailed traffic information on a whole

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Sarnia Approach Currently negotiating arrangement with Blue

Water Bridge to have additional micro-loop detection added to their ongoing contract

With detection installed, algorithm developed for freeway-to-inspection lane can now be tested and calibrated

Windsor Approach Currently working on concept of operations

and strategy for messaging Developing detailed plan to gain support from

Windsor-Detroit tunnel operator28

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Roger Browne, M.A.Sc., P. Eng.Senior Project EngineerITS Program SectionMinistry of Transportation, OntarioRoger.Browne@ontario.ca

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