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ITS Sketch Planning Tool Webinar

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ITS Sketch Planning Tool Webinar 2:00 4:00 PM January 8, 2009 * * * * Managing change in large-scale complex systems. Note that this includes hardware, software ... – PowerPoint PPT presentation

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Title: ITS Sketch Planning Tool Webinar


1
ITS Sketch Planning Tool Webinar
  • 200 400 PM
  • January 8, 2009


2
Value and Impacts of ITS
  • Important element of the decision making process
  • ITS planning and programming
  • Choice between ITS and other alternatives
  • Understanding the impacts/quantifying the
    benefits
  • Optimizing existing system operation and design

3
Evaluation Tool Purpose
  • Provides long-range assessment of the benefits
    and costs associated with implementing ITS in a
    region
  • Allows the users to assess deployment options
    within the framework of the MPO adopted FSUTMS
    models
  • Accumulates the benefits and costs over the
    life-cycle duration of each of the improvement
    types selected by the user
  • Allows ranking of alternative improvements

4
Evaluation Approaches
  • Goal-based approach
  • Does not compare expected benefit to the expected
    cost dollar values
  • Economic approach
  • Does not account for non-quantifiable measures
  • Combination of approaches

5
IDAS
  • Powerful tool and used as a basis and a starting
    point for this development
  • Evaluate a large number of ITS deployments
  • Limitations
  • Not consistent with the Florida calibrated models
  • Requires manipulation of FSUTMS output files for
    use as inputs to the tool
  • Software design and GUI needs improvements
  • Methods and some parameters need to be updated
  • Not flexible to allow evaluating new ITS elements
    and components, performance measures, etc.

6
FDOT Project
  • Develop a tool and methods to perform ITS sketch
    planning evaluations as part of the FSUTMS/Cube
    environment
  • No need for file conversion
  • Use calibrated regional models
  • Flexible and extendable evaluation environment
  • Up to date methods and parameters
  • Powerful data handling and modeling capabilities.
    State-of-the-art user interface
  • A joint FDOT System Planning Office and FDOT ITS
    Section effort.

7
Evaluated ITS Deployment
  • Ramp Metering
  • Incident Management Systems
  • Highway Advisory Radio (HAR) and Dynamic Message
    Signs (DMS)
  • Advanced Travel Information Systems
  • HOT Lanes
  • Signal Control
  • Transit Vehicle Signal Priority
  • Emergency Vehicle Signal Priority
  • Monitoring and Management of Fixed Route Transit
  • Transit Information Systems
  • Transit Security systems
  • Transit electronic payment systems
  • Smart work zones
  • Road Weather Information Systems

8
Evaluation Tool
9
Example
  • Combined Incident Management and DMS/HAR
    Evaluation

10
IM Evaluation
  • Queuing analysis is used to calculate incident
    delays taking incident frequency, duration, lane
    blockage, and traffic demand variations into
    consideration
  • Queuing theory equations implemented for
    different periods of the day
  • Shift of fatalities to injuries as well as
    secondary incident savings
  • Evaluation of emission and fuel consumption
    benefits based on saving in vehicle-miles
    traveled in queues rather than on default
    reduction factors

11
Evaluation Methodology
  • Total delay for all the vehicles during one given
    type of incident is determined by queuing
    analysis
  • Multiplying the total delay per incident with
    number of incidents yields the total annual
    incident delay
  • The deployment of incident management reduces the
    incident duration. The default value is based on
    I-95, I-595, and I-75 in FDOT District 4.

Incident Type Incident Rate (No. of Incidents per MVMT) Incident Duration (Minutes)
Shoulder Blockage 1.2358 40.1
1-Lane Blockage 0.3555 33.2
2-Lane Blockage 0.1453 43.5
3-Lane Blockage 0.0768 65.7
4 or More-Lane Blockage 0.0384 80.6
12
Evaluation Methodology
  • Safety
  • 21 of fatalities is assumed to be shifted to
    injuries with incident management, which is
    similar to IDAS
  • 2.8 reduction in total crash rate due to the
    reduction in secondary incidents based on the
    study by Mitertek Systems in San Antonio, Texas

13
Evaluation Methodology
  • Fuel Consumption and Emissions
  • The calculation for scenarios with and without
    incident management is based on the speeds of
    queued and non-queued vehicles and the
    vehicle-miles in queue
  • The average queue length is obtained by using the
    queuing equation, which in turn is used to
    determine vehicle-miles in queue

14
DMS/HAR Evaluation
  • The evaluation of DMS and HAR is combined with
    incident management instead of evaluating them
    separately
  • The activation of DMS and HAR causes route
    diversions, which reduces the traffic volume on
    mainline
  • The increase in travel time for diverted vehicles
    is determined by the difference in average travel
    time along the mainline and that on alternative
    route(s) taking into consideration the average
    v/c ratio on alternative route and type of
    alternative route

15
Diversion Rate
  • Diversion Rate Studies
  • Diversion Rate Used in Evaluation
  • Stated preference up to 60 percent of the freeway
    traffic to exit the freeway ahead of the
    bottleneck
  • Lower values for revealed preference
  • Function of a number of factors
  • Boundedly Rational switching behavior
  • Relationship used by Huchingson and Dudek

16
Evaluation Methodology
  • Road Ranger Service Patrol
  • The savings are total annual costs of the
    services provided by road ranger service patrol

Index Service COST per Activity Activity Number per Vehicle Mile per Year
1 Abandoned 98.43 1.23
2 Assist FHP 854.12 0.06
3 Debris 35.00 0.56
4 Diesel 38.00 0.01
5 Directions 0.00 0.02
6 Dispatch Not Found 0.00 0.66
7 Flat Tire 35.00 2.79
8 Gas 38.00 1.07
9 Jump 35.00 0.27
10 Lock Out 35.00 0.002
11 Minor Repair 35.00 0.27

17
Example - Incident Management Cost (1)
  • CCTV cameras
  • 18,000 per assembly and 10,000 per pole
    installed.
  • One per mile. Covers both direction.
  • 6 year life-time for assembly and 20 year for
    pole
  • Maintenance 3,500 per camera per year

18
Example - Incident Management Cost (2)
  • Traffic Detectors
  • 11,000 per location (assuming true-presence
    microwave). 7,000 for the device (including
    installation and fine-tuning) and 4,000 for the
    pole.
  • loop detector capital cost default value of about
    5,000 per detection station location per two-lane
  • OM cost per microwave detector is 400 per year
    and that of loop detectors is 600 per two lane
    per location
  • One every half mile cover one direction only.
  • Detector life is 5 years. Pole life is 10 years.
  • User can specify other detectors but should
    provide initial and OM costs and life-time.

19
Example - Incident Management Cost (3)
  • Service Patrol
  • The number of service patrol vehicles per beat,
    the area of coverage for each beat, and the
    number of vehicles in different shifts vary per
    location in an urban area.
  • Based on data obtained from District 4, the
    service patrol program in Broward County costs
    about 2,500,000 per year and cover 57.8 miles of
    freeways (contracted).
  • Thus, it is estimated that the cost of the
    service patrol program is about 43,250 per mile
    per year.

20
Model Input
  • ITS Component

21
Model Input
  • Alternative Information
  • Alternative letter
  • Modeling year
  • Working directory

22
Model Input
  • Parameters from Demand Model
  • Auto occupancy
  • Percentage of truck trips in Truck_Taxi trips

23
Model Input
  • Input for ITS Applications
  • Analysis periods, days, and volume factor for
    each period
  • Type of incident management (Six combinations for
    incident management with or without DMS and HAR)

24
Model Input
  • Information type provided by DMS and HAR

25
Model Input
  • Deployment Location
  • Indicate the links within the coverage of
    incident management by adding one new attribute
    IM and assign the value of 1 to this attribute

26
Model Input
  • Analysis parameters
  • Incident information frequency, duration,
    capacity reduction
  • Accident rate
  • Truck type and fuel consumption rate
  • Vehicle class percentage and emission rate for
    CO, HC, and NOx

Notes Default values are provided, however, user
can modify it based on local conditions.
27
Model Input
  • Impact factors
  • Diversion rate due to DMS and HAR
  • Fatality reduction rate and crash reduction rate

28
Model Input
  • Impact factors (Cont)
  • Average trip length on the mainline and on the
    alternative route
  • Percentage of diverted vehicles using freeway
  • Road ranger service patrol activities and costs
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