California Department of Transportation
Transportation Management Systems (TMS) and their role in addressing congestion
Discussion Materials
Lake ArrowheadOctober, 2002
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Congestion continues to grow at an alarming rate in California
0
50
100
150
200
250
300
350
400
450
500
550
600
1987 1988 1989 1990 1991 1992 1993 1994 1995 1996* 1997* 1998 1999 2000 2001
Year
Urb
an F
reew
ays D
aily
Del
ay(1
,000
Veh
icle
-Hou
rs)
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
5,000
5,500
6,000
Daily Vehicle-Hours of Delay
Congested Directional Miles
Source: Caltrans, Division of Traffic Operations, 2001 Highway Congestion Monitoring Program Annual Report
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Congestion has grown almost five times faster than population
Population
1991-2000
Congestion
1991-2000
Build Our Way Out
1991-2000
Population
2001-2010
Congestion
2001-2010
Build Our Way Out
2001-2010
Growth Rate: 1.8%
Increase: 5 Million
Growth Rate: 8.4%
Increase: 72 MillionAnnual Hours
8.4% or 180 centerline miles
annually, or doubling the urban highway system in 10 years
Growth Rate: 1.7%
Projected Increase: 5 Million
Sources: Department of Finance and Caltrans
Highway Congestion Monitoring Program Report – Recurrent Weekday Commute Delay Only
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Congestion growth has been attributed to many factors…
Land Use/Urban Sprawl
More Travel/Population
Escalating InfrastructureExpansion Costs
Transit Mode Share
Increased Goods Movement
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But, highway productivity loss is a primary reason
Pre-CongestionFlow Rate
CongestionFlow Rate
ProductivityLoss
2,000 – 2,400Vehicles Per Hour
Per Lane
1,200 – 1,600Vehicles Per Hour
Per Lane
Loss of 1/4 to 1/3or 500 to 650
Centerline Miles
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An example on I-405 SB in Los Angeles shows productivity losses of more than 50 percent
Source: Performance Measurement System (PeMS) – October 2001
Vphpl: volume per lane per hour
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1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM
Time of Day
Sp
eed
0
250
500
750
1,000
1,250
1,500
1,750
2,000
Veh
icle
s p
er H
ou
r p
er L
ane
(vp
hp
l)
Lost Productivity
As speeds drop, flow rates diminish significantly
I-405 SBPostmile 31.93Los Angeles10/19/2001
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SR-22 in the City of Orange also shows an aggregate productivity loss over 50 percent
Source: Performance Measurement System (PeMS) – October 2001
0
10
20
30
40
50
60
70
80
2:45 PM 3:45 PM 4:45 PM 5:45 PM 6:45 PM
Time of Day
Sp
eed
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
Veh
icle
s p
er H
ou
rLost Productivity
As speeds drop, flow rates diminish significantly
SR-22 WBPostmile 9.8City of Orange03/27/2002
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Addressing congestion requires a comprehensive system planning approach
Maintenanceand Preservation
OperationalImprovements
SystemExpansion
TravelerInformation
TrafficControl
Demand Management
Incident Management
System Monitoringand Evaluation
TMS are the business processes and associated tools, field elements and communication systems that help maximize the productivity of the
transportation system.
Maintenanceand Preservation
OperationalImprovements
SystemExpansion
TravelerInformation
TrafficControl
Demand Management
Incident Management
System Monitoringand Evaluation
TMS are the business processes and associated tools, field elements and communication systems that help maximize the productivity of the
transportation system.
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MTC’s definition of system management is consistent with TOPS
Metropolitan Transportation Commission (San Francisco Bay Area)
“[System Management] generally implies efforts to make the best use of an existing system over the long run. It encompasses maintenance of existing infrastructure; efficiency improvements such as those achieved through deployment of Intelligent Transportation Systems (ITS) technologies and operating agreements; and strategic capacity expansion on the margin ….. The relevant projects include a range of services and infrastructure such as incident management programs, arterial and freeway operations systems, and traveler information systems.
Dahms, Lawrence and Klein, Lisa A., “The San Francisco Bay Area’s Approach to System Management”, ITE Journal, December 1999
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SCAG’s RTP Technical Advisory Committee is also placing emphasis on system management
Reviewing RTP Goals and Policies – to potentially include productivity type goals (i.e., getting the most out of the existing system)
Initiating a Highway Task Force – to evaluate highway operations needs (among others)
Updating Performance Measurement – to potentially identify indicators that address productivity goals.
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Adopting system management principles requires enhancements to the three traditional planning steps
Data collection – rely on real time , more detailed data (e.g., performance measures, traffic flows)
Analysis – use more sophisticated tools (e.g., simulation tools)
Improvements – develop system management plans that address operations, not just expansion and maximize the system’s productivity.
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System management plans for a given corridor require comprehensive data and analysis
System Monitoring and Evaluation
– How is the corridor performing? Delay, Reliability, Safety, Productivity, Other
– What are the major Origin Destination pairs currently using this corridor? Who are the major employers at the destination side?
– What modal alternatives currently exist, what percent use transit, what are the limiting factors for transit, how do travel times compare among modes?
– Where are the freeway bottlenecks?
– What are ramp inflow and outflow rates?
– How aggressive are we being with ramp metering?
– How aggressive are we with incident management, traveler information systems?
– Are there any geometric features that contribute to the productivity losses?
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System management principles applied to a given corridor require significant analyses … continued
Demand Management– Can we identify the excess demand by location? By time of day?– What are parking prices for the primary destinations?– What are the features of alternative modes (price, headways, travel times)?– Are the regional and local agencies fully involved in addressing the performance
problems?
Incident Management– How many incidents does the corridor experience (per week, month, year)– How many did the FSP respond to?– How many did the TMT respond to?– Do we have CMS that alert travelers in route of expected delays? In how many cases
did we activate them?
Traveler Information– Does the public know about modal alternatives for pre-trip planning? How?– Does the public know about time of day alternatives for pre-trip planning? How?
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System management principles applied to a given corridor require significant analyses … continued
Operational Control Strategies
– How aggressive do we need to meter our ramps to re-claim lost productivity
– What impacts would it have on local streets, congestion duration, transit mode share?
– How does the regional agency and local agencies feel about ramp metering?
Operational Improvements
– What is programmed in SHOPP for the corridor in terms of operational improvements (e.g., auxiliary lanes, shoulder widening, other)? What are the expected benefits?
– What other geometric constraints should we evaluate?
Expansion
– Once we implement most of the other strategies, how much excess demand will still exist?
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