Evaluating Alternative Operations Strategies to Improve Travel Time Reliability (2013) / Chapter Skim
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Pages 72-92
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72 Definition According to the U.S. Department of Transportation (DOT)
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73 travel times are during peak periods compared to base periods when traffic is light. The need for the five measures noted above, rather than just one, is important because travel conditions change (for both freight movers and passenger travel)
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74 3. Local transportation agencies • Traffic-signal timing and signal optimization strategies are deployed.
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75 provided to the public. All roadways will have incidentresponse coverage that is coordinated among jurisdictions.
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76 with the trauma center, incident response, and transportation management center (TMC) during the process.
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77 a much-stronger economic constraint. Thus, strategies aimed at reducing delay and travel variability will become an important component of state and regional transportation strategies to improve system performance.
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78 have high impacts from more than one source of congestion. Therefore, the systems operation and management (SO&M)
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79 Table 7.2. Key Treatments to Respond to Baseline and Future Scenarios Source of Congestion Baseline System and ConOps Optimistic Scenario System and ConOps Mediocre Scenario System and ConOps Pessimistic Scenario System and ConOps Traffic incidents Remote verification Service patrols TMC Remote verification Driver qualification Automated enforcement Pretrip information TTMS VII, driver assistance Service patrols On-scene incident management TMC Traffic-signal preemption TTMS Service patrols On-scene incident management TMC TTMS Service patrols On-scene incident management Weather Remote verification National Traffic and Road Closure Information RWIS TTMS Better weather forecasts and winter maintenance decisions TTMS Remote verification National Traffic and Road Closure Information Pretrip information RWIS TTMS VII TMC Work zones National Traffic and Road Closure Information WZM VII WZM TTMS WZM National Traffic and Road Closure Information Pretrip information TTMS WZM TMC Fluctuations in normal traffic and special events Remote verification PSEM Pretrip information PSEM Pretrip information TTMS VII TMC ATA VSL Managed lanes Remote verification PSEM Pretrip information TTMS TMC ATA VSL Managed lanes Variable speed limits Managed lanes Traffic-control devices Remote verification TMC SRO VII TMC SRO Traffic-signal preemption ATA Remote verification TMC SRO ATA TMC SRO Physical bottlenecks CVO Bottleneck removal Geometric improvements Managed lanes Freight-specific corridors Automated enforcement CVO TTMS VII Bottleneck removal Geometric improvements Ramp metering, ramp closure Variable speed limits Electronic toll collection Managed lanes Bottleneck removal Geometric improvements Ramp metering, ramp closure Variable speed limits Electronic toll collection Managed lanes Ramp metering, ramp closure Variable speed limits Electronic toll collection Managed lanes Note: ATA = advanced transportation automation; CVO = commercial vehicle operations; PSEM = planned special events management; RWIS = road weather information systems; SRO = signal retiming and optimization; TMC = transportation management center; TTMS = travel time message signs (including variability)
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80 system as a whole) are currently funded and operated.
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81 deterioration, potholes, and more-serious structural failures could be major contributors to reduced system reliability in the future. Systems for monitoring infrastructure are likely to be a critical part of any attempt to ensure transportation system reliability.
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82 the future will need decision support systems to sort, compile, and display these data in a form that will be useful. Effective data management and data archiving will become critical measures of how well agencies use the current and historical data for decision making.
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83 The issue of mobility equity associated with congestion pricing can also be addressed through properly aligned incentives. This revenue stream can be directed to provide toll discounts to selected travel groups or reduced cost transit options in the corridor.
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84 future possible, is by implementing technology through integrated transportation operations. In turn, the key for making integrated transportation operations possible requires two systems: a data collection system and a communication system.
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85 monitoring center could involve a fee for service or a partnership. Much of these data could also move between vehicles so drivers could react to data from the vehicle "cloud." For example, vehicles could receive data indicating that vehicles ahead of them were losing traction, were rapidly decelerating, or starting to use windshield wipers.
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86 • Mobile-device text and audio messages (including links to more detailed information accessible via smartphone or in-vehicle navigation systems) ; and • Mobile and web-based real-time navigation tools.
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87 enough time to avoid a late charge. The driver gets this same information through his heads-up display.
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88 approach to travel were to occur. This would create the incentive systems that are needed to encourage the technical and institutional changes that would result in the appropriate level of travel time reliability (as valued by travelers)
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89 Steps to Strengthen Interagency and Intermodal Relationships A more reliable roadway network requires the integration of arterial network operations with adjoining freeway operation. This integration includes adjusting arterial traffic controls to account for freeway performance.
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90 Impact of Innovative Technologies Chapter 6 discussed the potential impact and application of several innovative technologies on improving travel time reliability. This section provides a summary of different areas related to reliability in which new technologies are emerging.
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91 Table 7.3. Comparison of Current and Future Status Focus Area Existing or Near-Term Status Future (Year 2030)
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92 Information Growing need for information Use of information through cell phones and Internet limited Navigation limited to route guidance More, and more-reliable, pretrip information based on real-time measurements as well as forecasts of system performance In-vehicle navigation and congestion information Telecommuting and ride share Some telecommuting Increased ride-share programs Technology innovations fully in support of telecommuting Well-established ride-share programs Travel pricing User acceptance of service that is already paid for With roadway pricing, users trade fees for service quality Demographics and land use Spatial growth, mode choice mostly auto Focus on reducing travel Urban locales with multimodal choices Focus on supplementing travel Table 7.3. Comparison of Current and Future Status (continued)
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