work zone & incident management in wisconsin process & applications michael s. hardy...

Work Zone & Incident Management in WisconsinWork Zone & Incident Management in Wisconsin

Work Zone & Incident Management

in WisconsinProcess & Applications

Michael S. HardyWisconsin D.O.T.633 W. Wisconsin Ave, Suite 1200Milwaukee, WI [email protected]


1) Process

Marquette Interchange Reconstruction


Outline

• Project overview

• Incident Management Planning for construction

– Traffic Mitigation

– Approach

– Solutions

• Future steps


Reconstruction Overview

• Downtown Milwaukee, Wis.

• 1968: Interchange is dedicatedand is opened to traffic Dec. 23

• Today:– 5-level interchange

– 300,000 vehicles per day

– 120,000 downtown jobs

– 7 million downtown visitors

• Problems:– Structures are at end of useful life

– High crash rates

– Increasing traffic congestion


Reconstruction Overview

• Rebuild and realign entire interchange

• Minimize construction time– 4 years (2004 – 2007)

• Minimize impacts– Keep downtown “open for business”

– Through movements will remain open

• Some closures of freeway-freeway ramps

• Closure of service ramps

• Reduced number of lanes, speed, lane widths, shoulders


The TIME program:A HEAD START


Managing a Planned Incident

• Traffic Mitigation Task Force - Proposals

– Freeway operations and incident management

– Public information

– Transit and demand management(commuter options)

– Local road operations


Scenario-Based Operations Planning

• Table-top exercises

– Every day operation during construction

– Major incident within interchange

– Major incident on bypass

– Major special events


Table-Top Exercises

• Multi-agency, multi-disciplined

• Define conditions and assumptions

• Verify roles and responsibilities

• Identify problems and needs

• Develop solutions


Results/Proposals

• Maintain freeway operations– Maintain “Monitor” Freeway

Traffic Management System

– Additional CCTV and detectioncoverage for interchange surveillance

– Entrance-ramp meteringand improvements

– TOC Night staff

– Web page CCTV image-sharingwith stakeholder

– FTMS system preservation contract –construction in 2003 prior to reconstruction


Results/Proposals

• Maintain freeway operations (alternate routes)

– Signal re-timing, upgrades

– Emergency vehicle preemption

– Intersection improvements

– Parking restrictions


Results/Proposals

• Emergency services/public safety– Crash investigation sites

– Hydrant stand-pipes

– Enforcement pads

– Smaller fire-response vehicles

– Additional freeway patrols

– Revise SOP

– Pre-positioned emergencytraffic control equipment

– Full-time construction – public agency liaison


Results/Proposals

• Commuter options

– Additional localand Freeway Flyerbus routes

– Park-n-Rides

– Free transfer programs

– Transit-Fairs


Results/Proposals

• Travelerand public information– Business Survival Guide

– Kiosks at major events

– Web page for parking options

– Brochures

– Web page

• Construction updates

• Map your own travel route with real-time conditions

– Alternate route “familiarization” tours


Next Steps• Further refinement/prioritization of solutions

– Funding (Steering Committee)

– 20 mil / 210 mil

• Implement some solutions this year– LET Contracts / Service Procurement

– Interagency Agreements

• Process review

• Resources – Contract administration

– Work Zone accountability


2) Application

Travel Time Prediction SystemTraffic-Responsive Variable Message Sign System

Alan J. Horowitz, UW MilwaukeeThomas Notbohm, WiDOT


Characteristics of Work Zone

• I-94, south of Milwaukee County• 12 miles long• Normally 3 lanes, reduced to 2 lane + no

shoulder• Normally 65 mph, reduced to 55 mph• Peak volume, 4000 vph• Queues sometimes exceed 2 miles• Frontage road for full length


Characteristics of Signage System

• “Travel Time Prediction System”– Commercial product (4 mo. Lease)– Detectors (volume + occupancy)– Desktop computer (field office)– Portable CMS– Radio communication between devices (

• No other reliable source of information about delays though the work zone

• No information about alternative routes


Characteristics of System Function

• Display Travel Time to end of work zone, and distance to end of work zone

• Travel time updates every 30 seconds• 4 minute intervals to control update frequency• 85% occurrence of predicted travel time within

30% of actual travel time • No other reliable source of information about

delays though the work zone• No information about alternative routes


TIPS Signand Sample Message


SignDeployment

• Location of TIPS – Detectors (5)– Signs (4, 2 Interstate)– Work zone


Experimental Design

• Before/After (70 days)• Entirely in the summer months, June 11 to

August 19• Virtually everything held constant, except:

– Travel lanes open– Operation of the signs

• Work zone in existence well ahead of data collection

• Same counting devices (microwave, tube)


Cutlines• B,C,D are

TIPS• F-G are

tubes• All data

aggregated to 15 minute intervals


Weekday 15-Minute Counts at Cutlines

Cutline I College I I Ryan I I I County Line Before After Before After Before After I -94 717 720 665 612 665 612 27th Street 381 370 112 157 22 26 Howell 267 269 249 281 155 182 CTH V 37 49 On Ramp @ 27th 40 26 Total 1365 1359 1026 1050 919 895

3 hours each of four Thursdays and Fridays, before and after (96 samples before, 96 samples after)


Sunday 15-Minute Counts at Cutlines

Cutline I College I I Ryan I I I County Line Before After Before After Before After

I -94 789 783 740 693 740 693 27th Street Road 328 321 113 149 39 64 Howell 141 146 192 210 124 151 CTH V 53 72 On Ramp @ 27th 38 31 Total 1258 1250 1045 1052 994 1011

3 3/4 hours each of four Sundays before and 3 Sundays after (60 samples before, 45 samples after)


Conclusion

• A 10% alternative route selection rate during peak periods is achievable when accurate, up-to-the-minute, information about delay through a work zone is provided and there is an attractive set of alternative routes

• No significant change in crash numbers compared to opposite direction, but observed reduction in injury frequency

• More detection to increase accuracy


3) Application

Work Zone Speed Advisory System

Tom Notbohm, WisDOTScott Nelson, WisDOT


WiDOT Project Layout – 4 Sensors, 3 VMS

VMS

RTMS

Mobile Control Unit

RTMS1

RTMS2

RTMS4

VMS1

VMS2

VMS3

RTMS3


Characteristics

• Display Speed of traffic and distance downstream in work zone

• Speed reports will be– > 50mph, blank– 20-30, 30-40, 40-50, for respective range– ,20mph, STOPPED TRAFFIC AHEAD

• Application starts May 5, 2003• 2 other fixed incident CMS, and 6 portable

project CMS


Wireless Comm.to Internet=

VMS1&

RTMS2

LaptopWith

IntelliZoneSoftware

VMS 2&

RTMS4

VMS3

MCU&

RTMS1

Functional Block Diagram – 4 Sensors; 3 VMS

Internet

RTMS3


Field Devices – US 41

MCU VMS2 VMS3

RTMS1 RTMS2 RTMS4

VMS1

RTMS3

Traffic SensorTrailer

work zone & incident management in wisconsin process & applications michael s. hardy...

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