1. Corridors Safety and Efficiency: Using Active Traffic Management to Achieve Congestion and Safety Benefits
The purpose of our discussion here is to provide an overview of VDOT’s vision for implementing advanced technology transportation solutions in support of our statewide mobility goals.
June 4, 2014
Kamal Suliman
Virginia Department of Transportation
Northern Region Operations

2. Overview Corridors Active Traffic Management Delivery method
Where, why, needs and purpose?
Active Traffic Management
What is it?
What are the benefits?
What are the proposed applications?
Delivery method
Procurement
Challenges
Lessons learned
To briefly summarize what you will be seeing and hearing today:
Our strategy is to look first and foremost at our most critical congested corridors and or crash prone areas as the most beneficial locales for deployment of technology solutions.
We then turn our focus on defining the purpose and needs
Then match ITS applications that has the best likelihood of achieving goal and objectives of a project.
We will look at a framework for developing and delivering these projects and apply the quickest means of bringing these activities to fruition.
Consider alternative methods that provide the quickest and most effective project delivery

3. I-66 Corridor – Congestion and Safety Issues
I-66 Congestion
Speed of roughly 33 MPH during AM Peak*
Includes 4 of Top 10 Region’s Travel Time “Hot Spots”**
Daily traffic volume ranges form 57,000 to 91,000 VPD
Congestion Related Crashes
Top Locations at SR-234, SR-28, SR-7100 to I-495, SR-267
730 Congestion Related Crashes
Secondary Crashes - Significant Impact on Congestion
Operational Considerations
Significant Capacity Reduction due to Lane Closures (178 Hours August 2013 – January 2014)
Significant Resources Spent on Incident Response (363 Hours August 2013 – January 2014)
Low speeds, wide variation on travel time and high demand
High number of rear end collisions and secondary crashes. In 3 years 2008, 2009 and 2010 there were 730 directly related crashes, that is 2 crashes every 3 days.
Lost efficiency with lane closures averaging 1 hour every day and 2 hours spent on Incident response based on 6 month data sample.
*3rd slowest in NOVA per 2010 VTRC Travel Time Study
**2010 VTRC Travel Time Study, p.7

4. I-66 Congestion Hot Spots
63,000 (EB) VPD
57,000 (WB) VPD
91,000 (EB) VPD
90,000 (WB) VPD
64,000 (EB) VPD
65,000 (WB) VPD
US-15
Fairfax
Co. Line
I-495
Arlington
Co. Line
High Accident Locations* 99
130
1225 65
Based on data from 2009
SR-234
SR-28
SR-7100
I-495
SR-267
* Crashes per year 4

5. I-64 & I-77 Corridors – Safety Issues
I-64 and I-77 Weather
Afton and Fancy Gap Mountains
Low Visibility
Fog, Wind, Slippery Conditions
Weather Related Crashes
Severe crashes
Longer Clearance time
Secondary Crashes with Significant Number of Vehicles
Operational Considerations
Significant Safety and Mobility Impacts/Risks
According to the report Reducing Fog-Related Crashes on the Afton and Fancy Gap Mountain Sections of I-64 and I-77 in Virginia (2002) conducted by the Virginia Transportation Research Council
Within a 3-week period in 1998, two major fog-related crashes occurred on I-64 where it crosses Afton Mountain. The first involved 65 vehicles and 40 injuries and lasted almost 20 minutes. The second occurred 17 days later and involved 21 vehicles. Similar crashes have occurred on I-77 over Fancy Gap Mountain.
- 89% of fog crashes along I-64 occurred at Afton Mountain where speed was considered to be a major contributing factor.

6. I-77 Corridor Crashes
Active Traffic Management is one of the major areas of emphasis in traffic management across the world. IN the US, both Minnesota and Washington State have begun deployment of ATM.
In short, ATM is the use of technologies that manage the flow of traffic on a freeway, including travel speeds, the nature of the lanes being used, and providing specific warnings on congestion slowdowns and lane closures. The use of gradual speed reduction and structured lane closures upstream of congestion or lane blockages in Europe has been demonstrated to reduce incidents as well as improve traffic flow and travel time through busy road segments.
Shoulder lane traffic operations are familiar to Virginians traveling on I-66 and I However, their integration into ATM in northwest England has been highly successful in reducing congestion and increasing safety.

7. What is Active Traffic Management?
ATM utilizes traditional ITS technologies in a more integrated manner to proactively manage incidents, traffic flow, speed…..
Improve Mobility - Maximize Use of Roadway Capacity
Reduce congestion
Variability of travel times
Increase throughput
Enhance Safety
Reduce primary/secondary crashes
Reduce weather-related crashes
Reduce wait for law enforcement/EMS to start response
Active Traffic Management represents a major shift on how ITS is used as it emphases meaningful actions by TOC as soon an incident is verified prior to arrival of responders.
In short, ATM is the use of technologies that manage the flow of traffic on a freeway, including travel speeds, the nature of the lanes being used, and providing specific warnings on congestion slowdowns and lane closures. The use of gradual speed reduction and structured lane closures upstream of congestion or lane blockages in Europe has been demonstrated to reduce incidents as well as improve traffic flow and travel time through busy road segments.
Shoulder lane traffic operations are familiar to Virginians traveling on I-66 and I However, their integration into ATM will permit more dynamic and increased utilization.
Providing both reasons and guidance to motorist to act in response to varying weather conditions should enhances safety

8. Benefits of ATM* Benefits Low Range High Range Notes
Crash reduction (%)
10%
30%
Includes rear-end and other collisions
Incident duration (%) 9%
70%
quicker incident detection , increased accessibility to incident
Secondary crash reduction (%)
50%
Based on crashes occurring in same time frame and upstream from prior crashes
Travel time reduction (%)
For ATM with shoulder running scheme introduced
Delay reduction (%) 3%
Increase in vehicle throughput (traffic flow rate) in congested zones 7%
Assumes no additional “induced” demand created due to improvement
* From FHWA Scanning Tour

9. Strategies Queue Warning Dynamic Lane Management Variable Speed Limit
Advisory speeds and messaging for blockage, weather and congestion to slowdown approaching traffic.
Dynamic Lane Management
Prompt lane closures, advance merge management around blockage, incidents and work zones.
Variable Speed Limit
Better management of travel speeds based on prevailing weather conditions.
Shoulder Lane Control
Provide flexibility to opening shoulder to replace or add capacity.
Active Traffic Management is one of the major areas of emphasis in traffic management across the world. IN the US, both Minnesota and Washington State have begun deployment of ATM.
In short, ATM is the use of technologies that manage the flow of traffic on a freeway, including travel speeds, the nature of the lanes being used, and providing specific warnings on congestion slowdowns and lane closures. The use of gradual speed reduction and structured lane closures upstream of congestion or lane blockages in Europe has been demonstrated to reduce incidents as well as improve traffic flow and travel time through busy road segments.
Shoulder lane traffic operations are familiar to Virginians traveling on I-66 and I However, their integration into ATM in northwest England has been highly successful in reducing congestion and increasing safety.

10. I-66 ATM Display Concept Between ½ mile to 1 mile spacing ATM Gantry
Example with HOV Lane, No Shoulder Running
Example with HOV Lane and Shoulder Running
Between ½ mile to 1 mile spacing
Advance of decision points
Mainline and Arterial Travel Time on DMS
ATM Gantry
Full DMS

11. I-66 ATM Display Concept Fog Normal Incident High Wind Work Zone
Device Malfunction

12. Delivery Method Design Build Estimate vs. Bid Schedule
Two phase best value (I-66)
Single phase (I-64, I-77 and I-495)
Estimate vs. Bid
$32M vs. $34M (I-66)
$4.2M vs. $4.6M (I-64)
$8.5M vs. $7.5M (I-77)
$15.1 vs. $15.4M (I-495)
Schedule
24 months (I-66)
18 months (1-64)
18 months (1-77)
12 months (I-495)
30% merit 70% price vs. Responsive Low Bidder

13. Challenges/Risks
Availability and qualifications of design build teams.
Disruptions to existing ITS system
Utilities
Right of way
Motorist/Users Acceptance
Separate software development track
System Maintenance beyond completion
I-66 contract value requires larger bonding capacity
Use proprietary network switch, share information on equipment currently in use.
Minimum survey and geotech
PR budget
Dual track task with incumbent
Future funding for maintenance “repeat past”

14. Lessons Learned Resist inclusion of none ITS elements.
Build/maintain capacity by spacing project advertisements further apart
Advance RFP plans further
In-service maintenance
ITS Standards/Specification
Contingency, CEI budget
I-6Staging area “Asphalt”
Having closer spaced ad allows new entries or stretch resources of both VDOT and contractors.
Better survey, utility and geotech