next gen atms rfp - spcregion.org metering final penndot d-6.pdfwave 3 (in coordination with sr 476...
TRANSCRIPT
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Ramp Metering – District 6-0
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Agenda
• District 6-0 TIMS Program Overview
• Ramp Metering History and Initial Deployment
• Ongoing operations
• Future Concepts
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2015 RTMC Operations Overview
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ITS Deployments at a Glance
• 350 CCTV Cameras
• 120 Permanent, 25 Semi-Permanent DMS
• 630 Vehicle Detection Stations
• 150 Travel Time detection stations
• 15 Ramp Metering Locations
• 31 Communications Hubs
• 465 Miles of Fiber Optic Cable
• 1300 integrated traffic signals
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Ramp Meters
• Deployed hardware at 15 locations on I-476
• Actively operating at 13 locations
• 2 locations are not active due to add on lane on mainline
• Designed to control flow of traffic entering the highway to ease congestion and increase mainline speed.
• Utilize the Transcore software – Centralized
Control.
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Deployment History
• 1999 to 2001 – In 1999, four ramp meters on the southern end (selected based on it being more likely to provide a significant benefit as the more congested 4 lane section of I-476) were turned on for an experimental period utilizing the local firmware and time of day programs with fixed metering rates (rates did not adjust based on mainline volume and ramp demand). However, without a central software system, system shutdowns were not detectable and timings were not responsive to real-time traffic conditions nor were they able to be modified remotely. These issues ultimately led to the four ramp meters being turned off in 2001.
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Deployment History
• 2004 -2008 – In 2004, new firmware was installed in cabinets along with off-the-shelf central software, dedicated telephone circuits and some new CCTV cameras at the four interchanges. This allowed the PennDOT District 6-0 Traffic Management Center to become the centralized location for monitoring and remotely controlling the ramp meters. On November 16, 2004, the southern four ramp meters were again turned on and began operating on time of day programs with dynamic metering rates (based on mainline capacity and ramp demand).
• Reconstructed with new firmware in 2010 with same local traffic responsive capability
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Typical Ramp Signal Deployment
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Initial Turn On • Nov. 16th, 2004 Activated 4 ramp meters at the southern end of I-
476 (Ramps metered during the AM and PM Peaks)
• Data collected at the ramp metering
location for three weeks
• The Data showed that the locations
could be helped by initiating the ramp
metering operation.
• Metering improved the operating
speeds for both morning and evening
peaks and condensed the duration of
congestion
• Major public and local official
outreach.
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• The Ramp meters will eventually be
traffic responsive based on volumes
• From 2004 to 2008 – No impacts to side
Streets (ramp meters are able to detect
queues and turn off if needed to reduce
an overflow to the side streets).
Other Observations
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Wave 1 (2/23/10)
MacDade Boulevard on-ramp to I-476 North in Ridley Township
Baltimore Pike on-ramp to I-476 North in Nether Providence Township
Baltimore Pike on-ramp to I-476 South in Nether Providence Township
U.S. Route 1 on-ramp to I-476 South in Marple Township
Wave 2 (two weeks following Wave 1 – : 3/9/10)
U.S. Route 1 on-ramp to I-476 North (must/may to extend into shoulders of
peak)
West Chester Pike EB to 476 South
West Chester Pike WB to 476 South
Route 30 to I-476 South
Route 30 to I-476 North (must/may metering operation)
Wave 3 (in coordination with SR 476 (RDC) project – Late March 2010)
Ridge Pike EB to I-476 South
Ridge Pike EB to I-476 North
Ridge Pike WB to I-476 South
Chemical Road to I-476 South
Turn On Schedule
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Study Elements
* Look at the 15 minute data during the ramp meter hours of operation and 15 minute prior to and after as well.
* Utilize the same month last year for before data due to seasonal variation.
* Utilize the upstream data to evaluate the effectiveness rather than downstream.
* Include the occupancy data in the table as well if the traffic.com RTMS data provides that information.
Wave - 1
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Observed Benefits
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Lessons Learned
• Planning: 1. Corridor specific Clearly defined purpose and need with micro
simulation 2. Extensive public outreach needed
• Design: 1. Follow system engineering process to select hardware and software
solutions 2. Field infrastructure and design based on the system software/ algorithm
requirement
• Initial turn on: 1. Extensive public outreach possibly with videos showing the operation 2. Portable DMS two weeks prior to turn on 3. Station flag person to show operation and crucial to gain familiarity for
the motorists
• O&M 1. Active monitoring of system required 2. Challenging to overcome the public perception when main line and
ramps are under stop/go condition
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High Priority Future Initiatives
• Migration to a digital video management and distribution platform – IP Cameras – All Digital Network
• Implementation of Active Traffic Management tools along high-priority corridors – Variable Speed Limits – Ramp Metering – Junction Control and Hard
Shoulder Running
– I-95 Corridor ATM Study - Ongoing
– I-76 Enhancement – Advertised
– Arterial Corridor Management
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Process to Date
• Study Area
– Freeway Mainline/Ramps
– Adjacent arterial intersections
• 5 hr Peak Periods – AM (5:30 AM to 10:30
AM)
– PM (2:30 PM to 7:30 PM)
• Three separate models
North
Mid
South
DE
Border
NJ
Border
I-95
I-76
I-676
Network Interchange
s Intersection
s Freeways
North (NJ Border to Academy)
6 23 I-95
Mid (Academy to I-76)
24 76 I-95 I-676 I-76
South (I-76 to DE Border)
12 38 I-95
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Thank You!
PennDOT 6-0 RTMC Staff
Mike Pack – Freeway Management Section Supervisor
Frank Dijoseph – RTMC Floor Supervisor
Vahik Andonian – Traffic Control Specialist
Matt Elliott – Traffic Control Specialist
Manny Anastasiadis Assistant District Traffic Engineer
for ITS and Traffic Operations
PennDOT Engineering District 6-0
610-205-6590
Ashwin Patel, P.E.
Acting District Traffic Engineer
PennDOT Dist 6-0
ashpatel @ pa.gov
610-205-6567