February 7, 2012 Washington, DC 20590

The Future of Transportation - 2010 APWA Annual Congress and Exposition

Active Transportation and Demand Management

Operational Concept Workshop #2

February 7, 2012Washington, DC 20590

Federal Highway Administration Office of Operations – Transportation Management

Agenda

8:30 AMObjectives & FHWA Program Review8:45 AM Introductions9:30 AM Operational Philosophy10:00 AM Baseline for Active Management10:30 AM Break10:45 AM Operational Scenario #1Noon Lunch1:30 PM Operational Scenario Breakouts – local & online2:15 PM Present breakout results2:45 PM Break3:00 PM Summary4:00 PM Adjourn


Workshop Objectives

Establish a common understanding of active managementReview the active management approach to traffic and demand management. Provide a clear understanding of active management’s added value to the transportation community, based on the use of management scenarios that describe how active management may be applied on a day-to-day basis.


FHWA ATDM Program

Research

Tool Development

And Guidance

Outreachand

Training

Stakeholder Engagement

Program Management


Motivation for FHWA ATDM Program

Desirable Policy Outcomes– Reliability– Mobility– Safety– Sustainability– Customer expectations and choice– Accountability for performance

Domestic Experience– Successful ATM deployment, ICM

development, and MTD adoption– Seattle, Minneapolis, Miami, San Diego,

Dallas

International Experience– Successful ATM and MTD integration– United Kingdom, Netherlands, Germany


ATDM Approaches

http://www.zipcar.com/


Active Management

Focus on real-time dynamic management of system


Supply and Demand

Management of supply and demand


Structure of Workshop

Present Operational PhilosophyEstablish the Baseline for Active ManagementPresent and Apply the Operational Concept– Introductory Scenario– Breakout group discussion– Link to future activities / INFLO


Agenda

8:30 AM Objectives & FHWA Program Review8:45 AM Introductions9:30 AM Operational Philosophy10:00 AM Baseline for Active Management10:30 AM Break10:45 AM Operational Scenario #1Noon Lunch1:30 PM Operational Scenario Breakouts – local & online2:15 PM Present breakout results2:45 PM Break3:00 PM Summary4:00 PM Adjourn


Introductions

NameOrganizationRole


Agenda

8:30 AM Objectives & FHWA Program Review8:45 AM Introductions9:30 AMOperational Philosophy10:00 AM Baseline for Active Management10:30 AM Break10:45 AM Operational Scenario #1Noon Lunch1:30 PM Operational Scenario Breakouts – local & online2:15 PM Present breakout results2:45 PM Break3:00 PM Summary4:00 PM Adjourn


ATDM Foundational Research Task

Develop framework for ATDM as basis for program conceptual and test bed developmentObjectives– Support development of ATDM program efforts– Support development of ATDM analysis and

modeling framework


Relationship of Activities – ATDM FR

RefinedOperationalConcept

ATDM Test BedNeeds &Benchmarks

DraftOperationalConcept User Needs

OperationalScenarios

Select4 DeploymentPackagesAs Basis forTest BedConcept

DetailedConOpsDevelopmentFor 4DeploymentPackages

AMS Analysisand CapabilityAssessment


Terminology (for today)

ActiveProactiveDynamicIntegratedPerformance-DrivenTrip Chain


What is “Active”?1: characterized by action rather than by contemplation or speculation2: producing or involving action or movement 3: asserting that the person or thing represented by the grammatical subject performs the action represented by the verb < in “he hits the ball” is > : expressing action as distinct from mere existence or state 4: quick in physical movement : lively 5: marked by vigorous activity : busy <the stock market was > 6: requiring vigorous action or exertion < sports> 7: having practical operation or results : effective <an law> 8:disposed to action : energetic <took an interest> : engaged in an action or activity <an club member> : currently erupting or likely to erupt — compare dormant 2a, extinct 1b : characterized by emission of large amounts of electromagnetic energy <an galactic nucleus> 9: engaged in full-time service especially in the armed forces < duty> 10 marked by present operation, transaction, movement, or use <an account> 11: capable of acting or reacting : reacting readily < nitrogen> < ingredients> : tending to progress or to cause degeneration < tuberculosis> : capable of controlling voltages or currents : requiring the expenditure of energy < calcium ion uptake> : functioning by the emission of radiant energy or sound <radar is an sensor> 12: still eligible to win the pot in poker 13: moving down the line : visiting in the set —used of couples in contredanses or square dances

http://www.merriam-webster.com/dictionary/action




http://www.merriam-webster.com/dictionary/lively

http://www.merriam-webster.com/dictionary/activity

http://www.merriam-webster.com/dictionary/busy


http://www.merriam-webster.com/dictionary/effective


http://www.merriam-webster.com/dictionary/energetic


http://www.merriam-webster.com/dictionary/activity

http://www.merriam-webster.com/dictionary/dormant

http://www.merriam-webster.com/dictionary/extinct

http://www.merriam-webster.com/dictionary/acting


What Does “Active” Mean from a Transportation Perspective?

Active Management is a real-time concept that contains three elements:– Predictive element using historical and current condition

information to prevent specific situations and resultant impacts– Proactive element addressing immediate situation to alleviate

impacts before they occur– Reactive element to address impacts that have already occurred

Eve

nt

Occ

urre

nce

Tra

ffic

Impa

ct

Predictive

Pro -active

Reactive


The Balance between Static and Dynamic

StaticDenotes fixedor stationarycondition.

(e.g.,static signs,fixed-time signaloperations, time-of-day shoulder use)

Operational Functionality

DynamicDenotes energy oreffective actioncaused by motivation

(e.g.,adaptive signal timings, congestion-triggeredhard shoulder running,fully-variable speed limits)


Active Management = Proactive + Dynamic

Active has management and operational components– Proactive – anticipate or pre-empt events that

negatively impact system– Dynamic – use real-time information and

commands to execute operational actions


Integration and ATDM

Operational integration – Multi-agency information sharing and cross-network

coordination and operation to facilitate management of the total capacity and demand of the corridor.

Institutional integration – Interagency coordination and collaboration, multi-agency

interoperability, distributed agency roles

Technical integration – Interagency communication links, data sharing, immediate

view and feedback on operating strategies


ATDM is Based on Performance Objectives

KPI’s (should be quantifiable and measurable in real-time)

• Travel time• Travel time reliability• Queue clearance time• Crash rates• GHG / carbon footprint• Occupancy / vehicle

• Enforcement %• Capacity utilization• System revenues


The Trip Chain

Lane / facilityChoice

Time of day

choice

Route Choice

Mode choice

Destination choice


Summary of ATDM Operational Philosophy

ATDM is ideally– Active (both proactive and dynamic)– Integrated (technically, institutionally and

operationally)– Driven by Performance Objectives– Management of demand and traffic flow– A way of thinking, not merely a series of

projects / technologies / applications


Agenda



Baseline for Active Management

How “Active” Are You Today?Defining the Baseline vs. the UltimateCapability Maturity


Capability Maturity Levels (“Generic CMM”)

(NASA, public domain)


StaticAndReactive

FullyDynamicAndProactive

Freeway Lane Mgmt

Fixed speed limit, fixed-schedule HOV and hard shoulder running (HSR)

Advance lane closure and queue warning information

Lane closure and variable speed limits (VSL) based on downstream flows, HSR based on congestion

Adjust HOV access based on congestion or event conditions, provide favorable VSL for managed lns

Use traffic / weather predictions downstream to harmonize VSL to reduce / eliminate bottlenecking, reduce or eliminate rear-end collisions

AttendeeResponse

Level of Operational Response and Interagency Coordination

CMM Applied to Freeway Lane Management

1 2 3 4 5


StaticAndReactive


Response Type

Reactive, Ad Hoc Info Exchange Between Agencies

Procedures for Reacting to Conditions, Some Coordination,Limited Info Sharing

Preplanned, Tailored Responses, Formal Coordination, Some Data + Video Sharing

MeasurePerformance and RefineSystemOps & Coord, Exchange Data + Video

Full Decision Support, Prediction and Adjustment of System Parameters, Full Sharing of Data / Video

DemandMgmt.

Separate TDM orgs, no data exchange

Agencies promote TDM, transit (ad hoc)

For GHG, special events, promote transit / rideshare

Share info with transit / TDM, additional srvcs, incentives, parking

Utilize carpool / vanpool / transit trip info to adjust HOV access, road prices, parking access

AttendeeResponse


CMM Applied to Demand Management

1 2 3 4 5


StaticAndReactive


TravelerInfo

Scheduled Work and Closures (press releases)

Congestion locations (roads), service restrictions (transit)

Comparative travel times for roads and transit, incident info, offer rideshare options

Provide travel cost info for different travel options, parking info for transit, rideshare

Provide predictive travel forecast based on historic road / transit info, cost options, integrated parking reservations for transit and rideshare P + R

AttendeeResponse


CMM Applied to Traveler Information

1 2 3 4 5


The ATDM Baseline

We are likely somewhere “in the middle” relative to most operational activities– Some agencies / regions are farther along than others– Management activities are often more proactive than the

systems / technology tools that are used– Truly dynamic operations requires performance

information and predictive capabilities

The baseline helps identify where ATDM initiatives need to “begin”


The ATDM Operational Concept

Relationship to Trip ChainSupply and Demand StrategiesInfluence vs. ControlThe ATDM “Ecosystem”Sample Scenario


The Trip Chain

Lane / facilityChoice

Time of day

choice

Route Choice

Mode choice

Destination choice


Manage Existing Capacity (Supply) and Travel Demand

Supply Side Management

Demand Side Management

Supply side measures seek to improve system operation by directly changing available transportation supply.

Demand side measures seek to improve system operations by influencing travel demand.

33


The Influence-Control Continuum


The ATDM “Ecosystem”

A common environment which enables active management of transportationConsider institutional layer of US National ITS Architecture


The ATDM “Ecosystem”

Who: Travelers (pretrip), drivers, ridersWhere: Home, public space, private vehicle, transit vehicle, rideshare vehicle

Who: State, Local DOT, Transit Authority, Toll Authority, MPOWhat: Freeway, arterial, transit facility, integrated corridor

Who: Rideshare organizationWhat: Ridematching services for end-to-end journeys

Who: Information, Transportation Service ProvidersWhat: Information Devices, Applications, Clearinghouses

Who: Hosted by one or more entities (DOT, MPO, etc.)What: Real-time and archivde user and facility data, decision support, performance and trend analysis

User / Traveler

Agency / Facility

Private Partners(for-profit and

non-profitServces)

System Data and Services


Base Functions Within Each ATDM-OC Layer

Relational Streaming Data Collection – Current ConditionsHistoric Data ArchiveStrategy DatabasePredictive Model / Decision SupportReal-Time Performance Analytics Module

Manage Transportation Supply – Roads, transit, parking– Active traffic management– Managed Lanes (HOV, HOT, etc.)– Road, parking, transit pricing strategies - predictive, proactive, anticipatory, reactive– Execute operational policies / strategies – commuter, freight, event, GHG

Manage IncidentsCollect facility data

Provide informationInfluence Travel Demand

– Comparative travel time information– Travel options– Assist in developing end-to-end trips (cost, time, GHG criteria) – Best routes / modes

Make choices – Destination, Time-of-Day, Mode, Route, Lane/FacilityProvide data to system, agency / facility and private partners

– Travel choices– Vehicle data / status– Payment

User / Traveler

Agency / Facility

Private Partners(for-profit and

non-profitServces)

System Data and Services


Agenda



Applying the ATDM-OC to Operations

Development of Scenarios – Think strategically as a policymaker– Think tactically as an operator– Think of what you would want and do as a traveler


150k ADT(no HOV facility)

170kADT(6k in HOV lane)

115k ADT

200kADT(ExpressToll LanesCarry 30kADT)

45k ppd

25k ppd

35k ppd

10kppd

50k ADT,4k ppdon express bus

ppd = passengers/dayADT = average daily traffic(corridor)

TOLLBR.

Truck %:Corridor 1 20%All Other 5%


Stakeholders

State DOT (freeways and HOV, signals at fwy interchanges)Centre City Streets and Sanitation Department (city signals)County DPW (suburban signals)Tolling Authority (toll bridge, tolling on Corridor 4 express lanes)

Green Riders (rideshare / carpool non-profit)Port Authority (water taxis and intermodal / port facilities)Bus Transit Authority (all buses)Commuter Rail Authority (all trains)Sports and Convention Authority (Blueskins, Pandas, Ice Sox)Local Police and Fire DepartmentsState Police (freeways and toll br only)


Steps to Developing the Scenario

Define goals in terms of performance measuresDetermine “ATDM Actions” based on goalsIdentify stakeholders and information-sharing needsAddress operational constraints – use real experience / knowledge from your agency

Identify information processing needs


Sample Scenario:Recurring congestion

Measurable Goals– Reduce travel time variability to less than 10% of

average travel time– Reduce vehicle demand in each corridor by 4000

vehicles / day– Reduce average carbon footprint by 10% per

traveler per day based on average CF of 1.5 tons/day/person

– Eliminate rear-end crashes– Eliminate secondary crashes


Examples of “ATDM Actions” (Can You Think of Others?)

SUPPLY-RELATED

1 Dynamic and predictive road pricing based on predicted and developing conditions

2 Restrict / ration access to road facilities (including ramp metering) based on anticipated increases in demand and traffic volume

3 Active lane management to manage lane use (including hard shoulder running) and travel speeds by vehicle-type/occupancy

4 Dynamic management of parking access and/or pricing5 Adjustment of arterial traffic operations to support additional vehicle / bus demand and adjust

to environmental conditionsDEMAND-RELATED

6 Demand-based pre-trip traveler information applications based on comparative travel times, knowledge of anticipated demand and travel / environmental conditions. Push information to traveler through social media

7 Dynamic public transit pricing and supply management based on travel and event demand

8 Match travelers to available carpools and park-and-ride spaces based on pre-trip origin / destination / arrival time input


Goals vs. Actions

SUPPLY-RELATED1 Dynamic and predictive road pricing based on predicted and

developing conditions● ●


● ●


● ● ● ●

4 Dynamic management of parking access and/or pricing ● ●

5 Adjustment of arterial traffic operations to support additional vehicle / bus demand and adjust to environmental conditions

●

DEMAND-RELATED6 Demand-based pre-trip traveler information applications based

on comparative travel times, knowledge of anticipated demand and travel / environmental conditions. Push information to traveler through social media

● ●


● ●


● ●

ACTIONS

Reduce travel time variability to less than 10% of average travel time

Reduce vehicle demand in each corridor by 4000 vpd

Reduce average carbon footprint by 10% per traveler per day

EliminateRear-endCrashes

EliminateSecondaryCrashes


Stakeholders / Information Needs

SUPPLY-RELATED1 Dynamic and predictive road pricing based on predicted and

developing conditions● ●


● ● ● ●


● ●

4 Dynamic management of parking access and/or pricing ● ● ● ● ●


● ● ● ●

DEMAND-RELATED6 Demand-based pre-trip traveler information applications based

on comparative travel times, knowledge of anticipated demand and travel / environmental conditions. Push information to traveler through social media

● ● ● ● ● ● ● ●


● ● ●


● ● ● ● ●

ACTIONS

Stat

e D

OT

Cent

re C

ity S

tree

ts a

nd

Sani

tatio

n D

ept

Coun

ty D

PW

Tolli

ng A

utho

rity

Gre

en R

ider

s

Port

Aut

horit

y

Bus

Tran

sit A

utho

rity

Com

mut

er R

ail A

utho

rity

Spor

ts a

nd C

onve

ntion

Au

thor

ity

Loca

l Pol

ice

and

Fire

D

epar

tmen

ts

Stat

e Po

lice


System ConceptInputs

System Actions

Outputs

Lane/Facility Choice

Destination Choice

Route Choice

Time-of-Day Choice

Mode Choice

• State DOT• Traffic info• Device status• Parking status

• Centre City Streets and Sanitation Dept

• Traffic Info• Device status

• County DPW• Traffic Info• Device status

• Tolling Authority• Toll tag reads• Traffic info

• Green Riders• TDM customer hits /

assistance • Port Authority

• Veh Status/location• Parking status• Ridership

• Bus Transit Authority• Status/location• Parking status• Ridership

• Commuter Rail Authority• Status/location• Parking status• Ridership

• Sports and Convention Authority

• Parking status• State Police

• Enforcement data

SUPPLY-RELATED

1 Dynamic and predictive road pricing based on predicted and developing conditions



4 Dynamic management of parking access and/or pricing


DEMAND-RELATED

6 Demand-based pre-trip traveler information applications based on comparative travel times, knowledge of anticipated demand and travel / environmental conditions. Push information to traveler through social media



• Parking availability• Route status• Accessibility by transit• Accessibility by rideshare

• Parking availability/price• Traffic conditions• Toll rates• Comparative travel times• Accessibility by transit• Accessibility by rideshare

• Parking availability/price• Traffic conditions• Toll rates• Comparative travel times• Accessibility by transit• Accessibility by rideshare

• Traffic conditions, TT’s on each route

• Toll rates• Ramp meter rate restrictions at

specific ramps

• Express lane toll rates• Lane status (HOV, shoulder, etc.)• Current speed limits by lane• Queue warning info


Agenda



Scenario Summary

Up to three breakout group scenariosGet your assignmentsFollow the process presented in AM sessionAddress institutional issuesPresentation


Agenda



Scenario Presentations

Spokesman for each group (10 min to summarize results)


Agenda



Analysis, Modeling, and Simulation

Conceptual development to contribute to further research and guidance including:– AMS needs– AMS requirements– AMS test-bed(s)– AMS guidance


Defining Deployment Packages for AMS Assessment

12 TypicalOperationalScenarios(OpConDocument)

Example #1: Dynamic and predictive road pricing based on predicted and developing conditions

Example #2: Demand-based traveler information applications based on knowledge of anticipated demand and travel / environmental conditions

Example #3: Active lane management to manage lane use and travel speeds by vehicle-type/occupancy

Example #4: Dynamic management of parking access and pricing

Example #5: Adjustment of arterial traffic operations to support additional vehicle / bus demand

Example #6. Dynamic rerouting of trucks through region based on congestion / logistics needs

Example n………

1. Normal Operations – No Incident

2. Incident - AM Peak

3. Planned Event – Arterial Construction

4. Incident – Large Scale Crash5. Planned Event – Travel to Sporting Event during PM Peak6. Incident – Commuter Rail Breakdown during AM Peak7. Planned Event – Friday before Labor Day PM Peak

8. Incident – On Arterial during AM Peak

9. Incident – Oil Spill on Roadway during AM Peak

10. Incident – Bomb Threat during AM Peak11. Planned Event – Major Weather Event (Blizzard)12. Planned Event – Minor Weather Event (Light Snow)

Representative criteria for selection:• Relevance to multiple operational scenarios?• Ability to measure extent of improvement

compared to baseline operations under various network stress conditions?

• Can incremental benefits of evolutionary CMMI levels be determined?

• Is the package truly proactive or merely highly responsive?

• Can we assess institutional aspects?

Select fourDeploymentPackages BestDemonstratingThe Use ofActive, DynamicManagementActivities

Detailed ConOps& Requirementsfor 4 packages(input to AMSAssessment)

Derive CandidateDeploymentPackages BasedOn “Bundles” of Applications


Research: Analysis and Design

ATDM Analysis, Modeling, and Simulation (AMS) Methodology

ICM Evaluation Highway Capacity Manual (HCM) Methodology Planning for Operations Designing for Operations Benefit-Cost Analysis


Research: Operations and Technology

ATM Traffic Control Devices– UPA/CRD Evaluation– Managed Use Lane Pooled Fund Study (MUL PFS) – U.S. DOT Human Factors

ICM Evaluation– Technical Capabilities– Decision Support

Safety– Variable Speed Limit (VSL) with Automated Enforcement System (ASE)

Field Operational Test– Shoulder Lane Safety Study

Traveler Behavior– AMS Traveler Behavior– ICM Traveler Response survey


Guidance

Active Traffic Management Guidebook Freeway Management and Operations Handbook Dynamic Parking Primer and Guidance AMS Guidance State CEO Briefings Federal Division Administrator Memos


Knowledge and Technology Transfer

ATDM Workshops 6-8 in CY 2012 General and focused approach

HCM Workshops 6 in CY 2012 Review methodology

Peer-to-Peer support


Spring-board to INFLO


Agenda



Adjourn

Documents

February 7, 2012 Washington, DC 20590