Integrated Corridor Management (ICM) Brian P. Cronin, P.E.

What is ICM? ICM is a promising tool in the congestion management toolbox that combines advanced technologies and innovative practices. ICM is the proactive, joint, multimodal management of transportation infrastructure assets along a corridor by transportation system operators and managers. ICM seeks to optimize the use of existing infrastructure assets, making transportation investments go farther. With ICM, the corridor is managed as a system—rather than the more traditional approach of managing individual assets.

Example ICM Corridor Local Jurisdiction 1 — Traffic Signal System Regional Rail Agency — Train Management System State DOT — Freeway Management System Bus Company — AVL System Local Jurisdiction 2 — Traffic Signal System

Integrated Corridor Management System An ICMS is the set of procedures, processes, and information systems that support transportation system managers in making coordinated decisions involving the optimal performance of all transportation networks in a corridor.

5 Corridor Networks Today Arterial Signal Systems Freeway Systems Bus Systems Rail Systems

6 Significant Congestion ICM Systems Managing All Corridor Capacity With ICM

ICMS Context Operational Objectives – Provide the Tools To: –Optimize performance at a corridor level Improve utilization of existing infrastructure Reduce travel delays –Achieve load balancing across the networks Facilitate mode shifts Facilitate route shifts Facilitate departure/arrival shifts –Respond to events with coordinated multi-agency actions “ICM is about management of a corridor. Management implies more than monitoring. Management implies planning for, and responding to what is happening.”

ICM AMS Focus: Integrated Performance Measures 8 Improved Corridor Management Short-term prediction

9 Seattle Oakland San Diego Montgomery County Dallas San Antonio Houston Minneapolis Eight USDOT ICM Pioneer Sites 3 Stages for the Pioneer Sites: Stage 1 – Concept of Operations, Sample Data, and Requirements Stage 2 – Analysis, Modeling, and Simulation Stage 3 – Demonstration and Evaluation

High-Level ICM Program Plan 10 Phase 3: Stage 1 - ICM Pioneer Site Concept of Operations and Requirements Phase 3: Stage 2 -Analysis, Modeling & Simulation of Selected Pioneer Sites Phase 3: Stage 3 - Pioneer Demonstration Projects September 2005March 2008July 2009 Development Feasibility Site Applications Feasibility Phase 1: Foundational Research FY 04FY 05FY 06FY 07FY 08FY 09FY 11FY 10 Site Development Feasibility Phase 2: Corridor Tools, Strategies & Integration Stakeholder Working Group Phase 4: ICM Operations Concept Knowledge and Technology Transfer Standards Completion and Deployment

11 A Systems Engineering Approach

Concept of Operations Development

The Goals of a Concept of Operations Describe the system characteristics –Operational perspective Show how the users, user organizations, and the system will achieve mission goals Facilitate understanding of system goals Form a basis for long-range operations planning Provide guidance and information –To develop subsequent requirements specifications –To develop interface specifications.

14 The Generic ICMS Get information Process information Store information Send information to Operators, Agencies & Public Analyze situations Recommend actions Execute required actions

Sample ICMS Concept 15

Systems Requirements

Requirements Specification Developed after CONOPS is Complete Document Identifies –Functions –Quantity –Quality Document Organization –Introduction –System Description –Requirements Requirements are not System Design

What have we learned so far in CONOPS and Requirements development… 1.Involve the Right people from the Start 2.Develop a Clear Concept 3.Go slow to go fast 4.The need for Needs 5.A Picture = A Thousand Words 6.Technical gaps will exist 7.Word Choices is Important 8.Build the right thing and build it right

ICM Transit and Arterial Data Gap Overview

Data Needs Analysis ICMS introduces needs that were not present when we were only dealing with one network at a time. –Data collection needs time stamps so data from different sources can be aligned –Data granularity is different for ICMS (we need finer spatial and temporal detail) –Data latencies that were acceptable for reporting will not work for operational modeling and control Decisions about how to respond to current situations should not be based on data that is days or weeks old. Observational data needs to be collected often enough to represent the current situation. Observational data needs to be available quick enough to facilitate a useful response –Challenges: Data sharing limitations: proprietary data, agency policies, incompatible data systems

ICM Data Requirements Transit Networks - We need data that represents the current situation –Vehicle location and speed every seconds –Vehicle passenger count every pull-out Arterial Networks – We need data that represents what is happening at the lane level –Vehicle volumes, by approach lane, collected every 1-5 seconds & reported every seconds –Signal phase data, by approach lane, collected every 1-5 seconds & reported every seconds –Link volumes and average speeds every seconds

Data Types and Performance Measures Associated Corridor Performance Measures –Travel time –Travel delay time and predictability –Incident duration and frequency –Fuel consumption and pollution reduction –Corridor capacity utilization (vehicle & traveler throughput) Arterial Performance Measures –Vehicle speed –Link speeds –Intersection approach volumes –Ramp queues –Link and ramp capacity Transit Performance Measures –Schedule adherence –Speed/travel time –Transit capacity utilization –Parking space utilization

Analysis, Modeling and Simulation (AMS)

24 Multi-level Analysis Tools Provide Comprehensive Insight Traffic control strategies such as ramp metering and arterial traffic signal control Traveler information, HOT lanes, congestion pricing and regional diversion patterns Regional patterns and mode shift; Transit analysis capability

Test Corridor Analysis Provides Preliminary Insights and Enabled Modeling of Discrete Strategies 25 Macro-LevelMeso-LevelMicro-Level

San Diego, CADallas, TXMinneapolis, MN Major employers No ability to expand Surrounding construction planned Busy commuter corridor Limited expansion capacity Major construction planned Popular freight, tourist and commuter corridor Lengthening peak travel periods Integrated management Coordinated incident management Multi-agency data exchange Managed lanes Transit signal priority Signal timing Integrated management Coordinated incident management Dynamic ramp metering Reversible HOT lanes Increased transit ridership Congestion avoidance rewards Integrated management Coordinated incident management Integrated operational systems Increased park and ride capacity HOV ICM Strategies Three AMS Sites

27 San Diego, California Managed Lanes Drop Ramps Park-and-Ride BRT Station Direct Access Road to Arterial Main Lanes …With ICM San Diego’s Rancho Bernardo Transit Center before ICM…

ICM Knowledge and Technology Transfer (KTT)

ICM KTT Mission Equip corridor managers and operators across the country to implement and use ICM.

Searchable/Browseable: “ICM Knowledgebase” Resources Available Now in the ICM Knowledgebase: –Pioneer site CONOPs and Requirements Documents –AMS Resources and Findings –Technical Integration/Data Gap Technical Resources –Lessons-Learned from ICM Pioneer Sites KTT Resources Coming Soon: –Pioneer Site Webinars and peer exchanges –New fact sheets –Resource guidance documents

Next Steps Present Analysis, Modeling and Simulation results from 3 Pioneer Sites Further investigate ICM data needs Select demonstration sites Conduct demonstration and evaluation

32 Questions? Search “ICM, USDOT” Brian Cronin, RITA Steve Mortensen, FTA Dale Thompson, FHWA Bob Sheehan, FHWA