Broadening Integrated Corridor Management Stakeholders (2020)

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64 Develop an ICM system concept by designing ICM strategies and response plans that incor- porate the needs of all stakeholder groups. Which ICM Strategies Will Help Us Achieve Our Goals for This ICM Project? ICM combines two fundamental concepts: active management and integration. Active man- agement involves monitoring and assessing the performance of the system and dynamically implementing actions in response to fluctuations in demand. In an ICM corridor, all individual facilities must be actively managed so that operational approaches can be altered in real time in response to an event anywhere on the system.33 The USDOT’s ICM initiative aimed to pioneer innovative multimodal and multijurisdic- tional strategies—and combinations of these strategies—to help manage congestion in our nation’s busiest corridors. Table 14 details the main components of the Demonstration Sites’ ICM deployments along U.S. 75 in Dallas and I-15 in San Diego (initially introduced in Table 1). Use Table 14 to model your ICM strategies after these two Demonstration Sites if the objectives of those ICM projects are relevant to yours. There is no standard set of ICM strategies to include in an ICM project. Ultimately, the ICM strategies chosen for a specific corridor will depend on factors such as traffic patterns, available assets, and agency collaboration. Table 15 presents a sample of ICM strategies that can be used to mitigate an array of corridor deficiencies. Potential mitigation strategies are not limited to addressing a single observed deficiency – strategies can be designed to address multiple issues. Recurring congestion refers to congestion caused by routine traffic volumes in a typical environment – no unusual circumstances have occurred. Non-recurring congestion describes unexpected or unusual congestion caused by an event that was unexpected and transient rela- tive to similar days. For example, non-recurring congestion can be caused by lane-blocking events (e.g., accidents, disabled vehicles, debris in the roadway, construction, etc.), inclement weather, or significant increase in traffic volumes in comparison to typical traffic volumes for that particular location.34 An expanded version of this table is available in Appendix B, Over- view of Integrated Corridor Management, with additional information such as a description C H A P T E R 8 Develop ICM System Concept 33 Federal Highway Administration, Integrated Corridor Management and Traffic Incident Management: A Primer, FHWA- HOP-16-035. Available at: https://ops.fhwa.dot.gov/publications/fhwahop16035/fhwahop16035.pdf 34 USDOT ITS Joint Program Office, Integrated Corridor Management Concept Development and Foundational Research Phase 1 – Concept Development and Foundational Research, FHWA-JPO-06-034. Available at: https://ntl.bts.gov/lib/jpodocs/ repts_te/14273_files/14273.pdf.

Develop ICM System Concept 65 of each strategy and potential benefits that can stem from implementing each strategy. To use the expanded version of Table 15, take the following steps: 1. Identify the facility type of interest (freeway or arterial). 2. Identify the problem area (safety/crashes, non-recurring congestion, or recurring congestion). 3. Assess the relevance of the expected benefits (presented in Appendix B, Overview of Integrated Corridor Management). 4. Determine the feasibility of the strategies of interest. Which ICM Strategies Will Help This Stakeholder Group Achieve Their Objectives? This section introduces several ICM strategies designed to generate mutual benefits for ICM agencies and the non-traditional stakeholder group ICM agencies aim to involve. For each ICM strategy below, the main goals and objectives (as were presented in Table 4) that this strategy can help address are listed. Freight Stakeholders Although ICM is often thought of as a combination of strategies to improve corridor mobility and performance in general, several freight-specific benefits are sensitive to the particular needs, priorities, and constraints of heavy vehicle fleet managers and operators. With the availability and integration of data sources between freight stakeholders and DOTs, several examples of ICM strategies with freight-specific benefits may become feasible: • Traffic Information for Route Planning – Through close system integration with real-time traffic condition data sources, freight dispatchers and fleet managers can more effectively route their vehicles around anticipated congestion and modify driver departure times to minimize overall vehicle hours traveled and optimize delivery times. – Potential benefits toward travel time reliability and economic efficiency objectives. Table 14. Strategies included in demonstration sites’ Integrated Corridor Management deployments. U.S. 75 ICM Strategies I-15 ICM Strategies • Providing improved multimodal traveler information (pre-trip, en-route), such as: New 511 system (real-time information, including traf�ic incident information, construction information, traf�ic speeds, light-rail transit (LRT) passenger loads, LRT vehicle locations, Red Line park-and-ride utilization) My511 e-mail alerts ICM dynamic message signs (DMS) messages Social media Dallas Area Rapid Transit (DART) data feeds for third-party application development • Developing preapproved ICM system (ICMS) response plans • Developing a decision support system (DSS) to support ICM strategy identi�ication and selection • Diverting traf�ic to key frontage roads and arterials (Greenville Ave.) with coordinated and responsive traf�ic signal control • Encouraging travelers to use transit during major incidents on the freeway • Active DSS • Coordinated incident management • Freeway coordinated ramp metering • Actionable traveler information (en- route and pre-trip via DMS, a new 511 app, and other commercial sources) • Upgrades to selected traf�ic signal systems (new traf�ic signal coordination timings, responsive traf�ic signal control) • Alternate route way�inding signs Source: USDOT Office of the Assistant Secretary for Research and Technology, Integrated Corridor Management Analysis, Modeling, and Simulation for the U.S.-75 Corridor in Dallas, Texas Post-Deployment Assessment Report, FHWA-JPO-16-396. Available at: https://ntl.bts.gov/lib/60000/60400/60490/FHWA-JPO-16-396.pdf; USDOT Office of the Assistant Secretary for Research and Technology Integrated Corridor Management Analysis, Modeling, and Simulation for the I-15 Corridor in San Diego, California Post-Deployment Assessment Report, FHWA-JPO-16-403. Available at: https://ntl.bts.gov/lib/61000/61100/61131/FHWA-JPO-16-403.pdf.

Facility Type Type of Observed Deficiency ICM Strategy Examples Freeways Safety/Crashes Improved dynamic corridor ramp metering algorithms; queue warning; improved decision support systems and incident response plans; media and social media alerts Non-Recurring Congestion Dynamic high-occupancy vehicle conversion; speed harmonization/variable speed limits; dynamic rerouting; media and social media alerts Recurring Congestion Lane use signals/dynamic lane management; dynamic pricing; dynamic junction control; media and social media alerts Arterials Safety/Crashes Emergency vehicle signal preemption system; automatic work zone information system; improved decision support systems and incident response plans; media and social media alerts Non-Recurring Congestion Predictive traveler information; increased transit and parking capacity; dynamic lane reversal; media and social media alerts Recurring Congestion Coordination of freeway ramp metering and arterial signal control; adaptive traffic signal control; transit signal priority; media and social media alerts Table 15. Potential integrated corridor management strategies for freeways and arterials.

Develop ICM System Concept 67 • Maintenance and Construction Planning – Planned events, such as anticipated lane and roadway closures for scheduled maintenance, can be considered by freight dispatchers and fleet managers when driver plans are developed each day, such that the trip performance and delivery impacts of those closures can be minimized. Long-term freight planning data can also be used as inputs for optimizing maintenance schedules, so that closures on peak freight routes and travel days can be minimized or anticipated and mitigated. – Potential benefits toward travel time reliability, economic productivity, and quality customer service objectives. • Dynamic Routing around Active Incidents – Truck alternative routes are limited and can be challenging to locate during incident situations. With ICM, integration between truck operators and traveler information systems becomes possible, allowing specific truck route detour guidance to be directed toward relevant freight vehicle operators only. Additionally, integration between DOTs and local agencies helps ensure that the active detour truck routes are prepared to handle the rerouted traffic (e.g., through signal retiming, local traffic control, and activation of arterial dynamic message signs for guidance). – Potential benefits toward navigability and travel time reliability objectives. • Improved Performance through Advanced Signal Coordination – With advanced detec- tion technologies deployed as part of an ICM program, arterial traffic signals can anticipate approaching freight vehicles and respond accordingly for optimized performance. With freight Eco-Driving, an equipped signal communicates its upcoming phase changes to approaching drivers, who can then adjust their speeds to conserve momentum/fuel and minimize the number of stops that are performed. – Potential benefits toward economic efficiency and economic competitiveness objectives. • Real-Time Predictions for Freight Deliveries/Arrivals – When freight vehicle location data are integrated with real-time predictive models of future performance implemented with ICM programs, more accurate estimates for vehicle delivery times are possible. These data can be used by logistics companies to properly anticipate vehicle arrivals at terminals or warehouses, or to provide customers with more precise information about the progress of their shipments. – Potential benefits toward quality customer service and economic competi- tiveness objectives. Transit Stakeholders ICM can improve the mobility, safety and security, and efficient use of capacity for transit modes and services. ICM strategies can also improve the quality of transit services, including the integration of transit modes with the overall transportation system in the corridor. With the availability and integration of data sources between transit stakeholders and DOTs, the follow- ing examples of ICM strategies with transit-specific benefits may become feasible: • Customer Trip-Planning and Wayfinding – Tools and information displays can be used to inform travelers about travel choices, such as bus routes or rail stations in the corridor that can serve commuters. Trip-planning tools, most notably Google Transit, are widely used by transit riders to better understand transit options and schedules. For example, the San Diego ICM demonstration is providing en route and pre-trip traveler information and enhanced transit network information through a new 511 smartphone app for trip decision making. – Potential benefits toward travel time reliability objectives. • Real-Time Arrival and Status Information – Many transit systems already use global posi- tioning system (GPS)-based vehicle location systems to provide real-time train and bus information to inform customers of expected arrival time. Integrating bus location infor- mation with real-time traffic conditions (such as speeds) can improve the estimates of bus arrival times. – Potential benefits toward travel time reliability objectives.

68 Broadening Integrated Corridor Management Stakeholders • Transit Access and Intermodal Transfers – Information systems can improve the ability of riders to make intermodal transfers. For example, space availability at park-and-ride lots and transit stations can be broadcast along the corridor to help travelers select the best location to park. – Potential benefits toward system efficiency and accessibility objectives. • Incident/Operations Management – Many regions have deployed procedures and com- munication systems to enable transit operators to receive real-time information on traffic congestion or disruptions, enabling operators to reroute buses around incidents. – Potential benefits toward travel time reliability, system efficiency and safety objectives. • Transit Signal Priority (TSP) – In many corridors, traffic signal systems are being used to grant buses priority at intersections, through red truncation or extended green phases so as to allow buses to reduce intersection delay. Priority can be granted unconditionally to buses or can be conditional so that buses receive more green time when they are running behind schedule. TSP can also be used along with other roadway priority approaches such as queue jumps and bus lanes. – Potential benefits toward travel time reliability and system efficiency objectives. • Integrated Fare Payment – Integrating payment media so that travelers can pay for parking and transit with the same contactless smart card can promote more seamless transfers. – Potential benefits toward system efficiency objectives. Incident Response Stakeholders ICM can improve the safety and security, mobility, and efficient use of capacity for incident response and emergency services. With the availability and integration of data sources between incident response stakeholders and DOTs, the following examples of ICM strategies with inci- dent response-specific benefits may become feasible: • Local Agency Coordination – A common challenge associated with major incident response situations is quickly and effectively coordinating with local jurisdictions and agencies to address evolving conditions that require immediate attention (e.g., deactivating live electrical wires, alerting rail agencies of obstructions/conditions that could impact their operations, and issuing evacuations). ICM can improve the process for identifying and communicating with the appropriate points of contact at each agency in various situations, as well as develop- ing a predetermined set of procedures to be followed by each agency in a given situation as agreed on by all parties in advance. – Potential benefits toward prompt, reliable, interoperable communication objectives. • Coordinated Detour Routing – With an ICM program, a set of approved detour routes for general traffic and for restricted vehicles (e.g., freight) can be determined in advance, along with the criteria and procedures for activating those routes. Doing so allows inci- dent responders to quickly evaluate whether a detour route is warranted and to efficiently activate suitable detour routes as needed. With appropriate ICM detour route procedures, incident responders can be confident that detour routes can handle the diverted traffic. – Potential benefits toward responder safety; safe, quick incident clearance; and prompt, reliable, interoperable communication objectives. • Incident Confirmation – A common challenge associated with incident response is con- firming the location and details of an incident, so that suitable responders may be promptly dispatched to the proper location. Integration between CAD systems, state and local agency CCTV systems, real-time traffic performance-monitoring systems, and available personnel in the field (e.g., transit operators and tow truck operators) provides emergency dispatchers with the resources to confirm the specifics of an incident efficiently, thereby reducing response time and contributing to faster clearance times, reduced traffic impacts, fewer secondary

Develop ICM System Concept 69 incidents, and other positive outcomes. – Potential benefits toward responder safety; safe, quick incident clearance; and prompt, reliable, interoperable communication objectives. • Efficient Incident Responder Dispatching – In an emergency, dispatchers must work quickly to identify the proper points of contact for local responders, including fire departments, med- ical service providers, and police departments. An ICM program can improve the framework, procedures, and guidance to dispatchers to facilitate prompt identification of the proper agencies and organizations with jurisdiction in a given location and subsequent contacting of those agencies for incident response purposes. – Potential benefits toward prompt, reliable, interoperable communication objectives. • Incident Management Situation Tracking – As conditions evolve during a major incident, emergency responders must respond to unanticipated problems and situations quickly and reliably. Through the coordination and communication framework provided by ICM, dis- patchers and DOTs can more efficiently coordinate for traffic control purposes, such as requests for hard closures of lanes, entrances, or exits. They can similarly request DOT main- tenance support for immediate hazards, including damaged infrastructure or large-scale debris, or can use CCTV imagery to check roadway shoulders before approving requests for emergency vehicles to drive on them. – Potential benefits toward responder safety; safe, quick incident clearance; and prompt, reliable, interoperable communication objectives. Non-Motorized Roadway Users The needs of non-motorized roadway users are often neglected when vehicular congestion mitigation strategies are discussed. ICM strategies have the potential to increase situational awareness, safety, and comfort among the members of this stakeholder group. With the avail- ability and integration of data sources between non-motorized roadway users and DOTs, the following examples of ICM strategies with bicyclists and pedestrian-specific benefits may become feasible: • Pedestrian and Bicyclist Detection at Signalized Intersections – Pedestrians are often instructed to wait, even during green phases, at signalized intersections. Wait times are more costly to pedestrians and bicyclists (relative to vehicle occupants) because they are exposed to the elements. Signal timing plans can be designed to grant pedestrian green time more fre- quently, or video detection of non-motorized roadway users waiting in the crosswalk area can be used to inform signal timing plans. – Potential benefits toward equity and safety objectives. • Expansion of Park-and-Ride Lots – Expansion of park-and-ride lots within the corridor includes adding capacity to exiting lots, increasing the number of lots, and improving their ingress and egress to the freeways, adjacent transit stations, and local communities. These lots have significant potential to attract pedestrian and bicycle users who will board transit or carpools. Planning for these users could include bicycle paths, pedestrian trails, bike lockers, and other amenities that ensure that users make the most of these non-automobile modes, thus preserving space for automobile passengers who cannot access the lots on foot or bicycle. – Potential benefits toward accessibility and connectivity objectives. • Pedestrian and Bicyclist Crowdsourced Data Apps – Limited by the technology to accurately detect and count bicyclists and pedestrians the way vehicle volumes are obtained, crowd- sourced data may be an option for collecting this type of real-time and historical data. Most non-motorized roadway users are equipped with connected mobile devices. By designing a user-friendly app that collects their volumes, origins, and destinations, alternate routes for vehicles can be designed to include minimal conflict points with popular non-motorized road- way user routes. ICM teams may integrate bicyclist and pedestrian data in the same systems already being used to share and analyze vehicle data. – Potential benefits toward safety objectives.

70 Broadening Integrated Corridor Management Stakeholders • Pedestrian and Bicyclist-Specific Traveler Information Dissemination – Currently, traveler information disseminated through 511 systems and dynamic message signs are rarely relevant to non-motorized roadway users. Pedestrian and bicyclist-specific traveler information (e.g., impacts to non-motorized roadway users during incidents, vehicle volumes and speeds on arterials, intersection delays, high-frequency crash locations, impacts of ICM trip diversion on crash risk levels, quality of street lighting and sidewalks, etc.) may be more effectively communicated via real-time mobile alerts or pedestrian and bicyclist-specific trip planners. – Potential benefits toward safety objectives. How Will This Stakeholder Group Be Involved in ICM Response Plans? One of the key objectives of ICM is to optimize the use of existing system capacity during periods of non-recurring congestion. FHWA estimates non-recurring congestion to be respon- sible for 36% of congestion in large urban areas, 75% in small urban areas, and 95% in rural areas. ICM strategies are designed to promote responses appropriate to a specific incident, balancing the needs of first responders, persons involved in the incident, and the traveling public. Freeway incidents that involve lane closures and relatively long clearance times (e.g., due to injuries, fatalities, or hazardous cargo spills) may require diversion of traffic to frontage roads, arterials, or parallel transit services. Successful implementation requires several elements: understanding of current and anticipated traffic conditions, the ability to optimize capacity of all facilities involved (e.g., through arterial signal timing or reduction in transit service head- ways), and good coordination and communication among different stakeholders. Preplanning of these scenarios, including capacity and operational analysis of corridor facilities, commu- nications protocols, and clearly defined responsibilities, is likely to enhance success. Examples of delegated roles and responsibilities for each non-traditional stakeholder group are presented here for the six representative operational scenarios35 listed. The first scenario is useful for recurring congestion conditions, while the other scenarios focus on addressing dif- ferent types of incidents and planned events that can lead to non-recurring congestion. These examples can be used by agencies as a starting point for developing more specific response plans (e.g., location, duration, time of day, severity level, area of impact, etc.). The ITS backbone of all operational scenarios is an ICMS, which ideally contains a DSS component. The effectiveness of the DSS in these time-sensitive scenarios is dependent on data integration from separate agency systems and automated analysis and information dissemination. • Daily operations (Table 16) – The agencies with operational jurisdiction over the ICM corri- dor (e.g., State DOT, regional MPOs, and/or local DOTs) should take the lead in this scenario because they are in charge of monitoring freeway and arterial traffic flow, operating freeway and arterial field devices, and coordinating Freeway Service Patrol services. • Freeway incident (Table 17) – The State DOT or regional MPO with jurisdiction over the freeway should take the lead in this scenario because they are likely to be the first to identify any unusual activity through their incident detection systems. • Arterial incident (Table 18) – The local DOT with jurisdiction over the arterial should take the lead in this scenario because they are likely to be the first to identify any unusual activity through their incident detection systems. 35 List of representative operational scenarios was based on the following report: Research and Innovative Technology Admin- istration, Concept of Operations for the I-15 Corridor in San Diego, California. FHWA-JPO-08-009, March 2008. Available at: https://ntl.bts.gov/lib/30000/30300/30311/14395_files/14395.pdf

General Description Recurrent congestion that occurs during the same peak periods every day when traffic demand exceeds roadway capacity. No incidents (roadway, transit, arterials, weather, etc.) impact traffic flow. Operational Objectives • Decrease travel time • Increase person throughput • Reduce delay • Increase speeds ICM Strategies to Consider • Freeway Service Patrolling • Dynamic ramp metering • Dynamic HOV lanes • High-occupancy toll (HOT) lanes • Dynamic reversible lanes/Dynamic lane management • Hard shoulder running • Transit Signal Priority • Bus Rapid Transit (BRT) lane management • Dynamic traveler information (DMSs, 511 systems, mobile app alerts) • Incentives for modal switch or off-peak travel Agency/Entity Roles and Responsibilities Regional MPOs and Local DOTs (Lead Agency) • Monitor freeway and arterial traffic flow and other performance metrics • Operate freeway and arterial field devices (e.g., adjust ramp metering rates, HOT lane pricing, reconfigure lane directions, etc.) • Coordinate corridor operations • Provide and coordinate Freeway Service Patrol services Freight • Utilize dynamic traveler information sources and set up audible alerts for in-vehicle notifications • Check traffic congestion levels before planned departure and delay travel until off-peak period if possible Transit • Monitor transit vehicle locations, capacity levels and schedule adherence • Notify waiting passengers of the change in pick-up locations if using alternate route • Adjust transit service if necessary (e.g., release additional transit vehicles, route transit vehicle around congestion to maintain schedule adherence) Incident Responders • Receive incident notification calls and notify/dispatch necessary incident responders • Incident responder communicates dispatch status to ICM team Non-Motorized Roadway Users • Utilize dynamic traveler information sources and set up alerts for high crash risk locations • Avoid travel on major arterials with high levels of vehicular traffic Table 16. Daily operations scenario.

General Description Major or minor incident affects traffic flow on at least one freeway lane. Incident potentially involves fatalities, injuries, lane closures, law enforcement actions, or hazardous materials. Operational Objectives • Increase responder safety • Reduce secondary crashes • Decrease incident clearance time • Reduce delay • Maintain travel time reliability ICM Strategies to Consider • Common incident management system (combination of incident detection systems and incident response plans) • Emergency vehicle signal preemption • Queue warning • Variable speed limits (VSL) • Dynamic HOV lanes • Hard shoulder running • Dynamic traveler information (DMSs, 511 systems, mobile app alerts) • Dynamic routing around active incidents via actionable traveler information (e.g., travel times on alternate routes or modes) • Ramp meter and arterial traffic signal coordination Agency/Entity Roles and Responsibilities State and Local DOTs (Lead Agency: State DOT) • Monitor incident detection systems (e.g., CCTVs, ATMSs) for unusual activity • Verify incident details and alert Highway Patrol • Dispatch traffic management team to provide traffic control around the primary incident and reduce chance of secondary incidents • Trigger DMS and 511 system updates to alert the traveling public of incident details and estimated clearance time (local jurisdictions may need to update their own DMSs) • Initiate response plan actions (e.g., signal timing plan changes, queue detection, variable speed limits, adjust lane restrictions, etc.) Freight • Avoid diverting trucks off the freeway unless nearby arterial has been permitted for freight travel • Reroute trucks to other freeways if alternate routes are available • Delay truck departure times until incident is cleared • Reschedule pick-ups or deliveries as needed, based on estimated delays Transit • Adjust transit service to avoid incident location • Provide additional service to travelers switching modes • Notify waiting passengers of the change in pick-up locations if using alternate route Incident Responders • Utilize dynamic traveler information sources to aid Highway Patrol in reaching the scene of the incident quickly and safely • Confirm incident details once on scene, initiate requests for the necessary incident responders (e.g., towing company, fire department, coroner’s office, HAZMAT team, etc.), and estimate clearance time Non-Motorized Roadway Users • Utilize dynamic traveler information sources and set up alerts for high crash risk locations • Avoid travel on major arterials with high levels of vehicular traffic Table 17. Freeway incident operational scenario.

General Description Major or minor incident affects traffic flow on at least one arterial lane. Incident potentially involves fatalities, injuries, lane closures, law enforcement actions, or hazardous materials. Operational Objectives • Increase responder safety • Reduce secondary crashes • Decrease incident clearance time • Reduce delay • Maintain travel time reliability ICM Strategies to Consider • Common incident management system (combination of incident detection systems and incident response plans) • Queue warning • Corridor signal coordination/Adaptive signal coordination • Freeway-arterial traffic coordination • Emergency vehicle signal preemption • Pedestrian countdown signals at intersections • Dynamic traveler information (DMSs, 511 systems, mobile app alerts) • Dynamic routing around active incidents via actionable traveler information (e.g., travel times on alternate routes or modes) Agency/Entity Roles and Responsibilities Regional MPOs and Local DOTs (Lead Agency: Local DOT) • Local jurisdiction TMC operator receives automatic alert from common incident management system • Monitor incident detection systems (e.g., CCTVs, ATMSs) for activity that may further impact the arterial incident (e.g., nearby freewayincident) • Dispatch traffic management team to provide traffic control around the primary incident and reduce chance of secondary incidents • Monitor freeway and arterial congestion levels on shared ATMS • Trigger DMS and 511 system updates to alert the traveling public of incident details and estimated clearance time (local jurisdictions may need to update their own DMSs) • Initiate response plan actions (e.g., lane closures, ramp meter and/or signal timing plan changes, setting up portable DMSs for queue detection, etc.) Freight • Reroute trucks to other freight-permitted arterials if possible • Delay truck departure times until incident is cleared • Reschedule pick-ups or deliveries as needed, based on estimated delays Transit • Adjust transit service to avoid incident location • Notify waiting passengers of the change in pick-up locations if using alternate route • Provide additional service to travelers switching modes Incident Responders • Local police department is alerted to possible arterial incident via automated incident detection system, TMC CCTV feeds, transit operators, or 911 reports • Police department dispatcher uses dynamic traveler information to reach the scene of the incident quickly and safely • Police department confirms incident details once on scene, requests the necessary incident responders (e.g., towing company, fire department, coroner’s office, HAZMAT team, etc.), and estimates clearance time • Coordinate with MPOs and local jurisdiction to close roads, freeway on-ramps, off-ramps if necessary Non-Motorized Roadway Users • Utilize dynamic traveler information sources and set up alerts for high crash risk locations • Avoid travel on major arterials with high levels of vehicular traffic Table 18. Arterial incident operational scenario.

74 Broadening Integrated Corridor Management Stakeholders • Transit incident (Table 19) – The transit agency should take the lead in this scenario because the onboard transit operator is likely to be affected by the incident firsthand and can report the incident immediately to transit dispatchers. • Special event (Table 20) – The regional MPO or local DOT should take the lead in this sce- nario because planned short-term or long-term events generally require advance coordina- tion with these agencies who will implement the appropriate measures to handle temporary increases in traffic. • Disaster response (Table 21) – Incident responders should take the lead in this scenario because 911 will be the first point of contact. Take the following steps to use these tables: 1. When designing a response plan, refer to the appropriate table for a starting point example of that particular operational scenario. 2. Review the ICM Strategies to Consider to make sure that you have considered all options for achieving your Operational Objectives. 3. Review the suggested Roles and Responsibilities of each stakeholder group to ensure that your response plan covers all bases. How Can We Analyze the Expected Impacts of the Envisioned ICM System? Once ICM strategies have been narrowed down and key performance measures have been identified, an analysis plan will need to be developed. As part of the FHWA Traffic Analysis Toolbox (Volume XIII), the Integrated Corridor Management Analysis, Modeling, and Simu- lation Guide36 (updated in 2017) was designed to help corridor stakeholders implement the ICM AMS method successfully and effectively. Appendix E, Analysis Methodology, Tools, and Plan condenses the main points, namely, the value, approach, challenges, and resources required of each of the five worksteps included in the AMS Guide (refer to Figure 11). For more in-depth details on this method, please refer to FHWA’s full report. A major component of the analysis plan is data collection, which can include input data for AMS, performance data for model calibration and validation, and data for ICM approaches and strategies. The summary in Appendix F, Data Needs Assessment of the AMS Data Collection Plan for the I-15 Pioneer Corridor, outlines the various tasks associated with identifying the data that need to be collected for AMS tools and strategies in order to support benefit-cost assessment for the successful implementation of ICM. What Resources Are Available from Successful ICM Projects? The ICM Initiative, which the USDOT launched in 2006, has supported two demonstration sites (San Diego I-15 and Dallas U.S. 75) from the initial planning phases through implemen- tation. They are conducting post-deployment analysis to document the main lessons learned for other agencies looking to pursue ICM. In 2015, USDOT’s FHWA awarded $2.6 million in grants to 13 highly congested urban areas for pre-implementation ICM activities, as shown in Figure 12. 36 FHWA, Traffic Analysis Toolbox Volume XIII: Integrated Corridor Management Analysis, Modeling, and Simulation Guide, FHWA-JPO-16-397, February 2017.

General Description Major or minor incident affects transit vehicle. Incident potentially involves vehicle mechanical failures, passenger medical issues, crash with a motor vehicle, etc. Operational Objectives • Establish passenger safety • Increase responder safety • Reduce secondary crashes • Decrease incident clearance time • Reduce delay • Maintain travel time reliability ICM Strategies to Consider • Common incident management system (combination of incident detection systems and incident response plans) • Emergency vehicle signal preemption • Automatic vehicle location (AVL) • Computer-aided dispatch (CAD) • Corridor signal coordination/Adaptive signal coordination • Freeway-arterial traffic coordination • Pedestrian countdown signals at intersections • Queue warning • Dynamic traveler information (DMSs, 511 systems, mobile app alerts) • Dynamic routing around active incidents via actionable traveler information (e.g., travel times on alternate routes or modes) Agency/Entity Roles and Responsibilities Regional MPOs and Local DOTs • Reported incident is automatically disseminated to ICM team • Trigger DMS and 511 system updates to alert the traveling public of incident details and estimated clearance time (local jurisdictions may need to update their own DMSs) • Monitor incident detection systems (e.g., CCTVs, ATMSs) for activity that may further impact the transit incident (e.g., nearby arterial incident) • Dispatch traffic management team to provide traffic control around the primary incident and reduce chance of secondary incidents • Monitor freeway and arterial congestion levels on shared ATMS • Initiate response plan actions (e.g., lane closures, ramp meter and/ or signal timing plan changes, setting up portable DMSs for queue detection, etc.) Freight • Reroute trucks to other freight-permitted arterials if possible • Delay truck departure times until incident is cleared • Reschedule pick-ups or deliveries as needed, based on estimated delays Transit (Lead Agency) • On-board transit operator reports incident or activates panic button • Identify on-board passengers in need of aid • Dispatch vehicle maintenance or additional transit vehicle to transport on-board passengers Incident Responders • Local police department is alerted to possible arterial incident via automated incident detection system, TMC CCTV feeds, transit operators, or 911 reports • Police department dispatcher uses dynamic traveler information to reach the scene of the incident quickly and safely • Police department confirms incident details once on scene, requests the necessary incident responders (e.g., towing company, fire department, coroner’s office, HAZMAT team, etc.), and estimates clearance time • Coordinate with MPOs and local jurisdiction to close roads, freeway on-ramps, off-ramps if necessary Non-Motorized Roadway Users • Utilize dynamic traveler information sources and set up alerts for high crash risk locations • Avoid travel on major arterials with high levels of vehicular traffic Table 19. Transit incident operational scenario.

General Description Planned short-term or long-term event that is expected to result in increased traffic levels and requires heightened coordination between transportation and public safety operations. Special events may involve sporting events, concerts, major conventions, visiting dignitaries, etc. Operational Objectives • Increase security surveillance • Increase person throughput • Reduce delays • Reduce emissions and fuel consumption ICM Strategies to Consider • Dynamic reversible lanes/Dynamic lane management • Transit signal priority • Bus Rapid Transit lane management • Pedestrian countdown signals at intersections • Queue warning • Smart parking system • Corridor signal coordination/Adaptive signal coordination • Dynamic traveler information (DMSs – permanent or portable, 511 systems, mobile app alerts) • Dynamic routing via actionable traveler information especially for temporary road closures or restrictions Agency/Entity Roles and Responsibilities State and Local DOTs (Lead Agency) • Issue public announcements, press releases, 511 system updates to inform the public of any planned road/ramp closures or restrictions • Implement and monitor road/ramp closures or restrictions • Set up portable message signs around event location • Monitor freeway and arterial traffic flow and other performance metrics • Operate freeway and arterial field devices (e.g., adjust signal timing plans, adjust lane restrictions, reconfigure lane directions, etc.) • Disseminate real-time parking information on traveler information sources • Provide additional security personnel for traffic control Freight • Reroute trucks to non-impacted alternate route • Reschedule pick-up or deliveries during non-event hours Transit • Monitor transit vehicle locations, capacity levels and schedule adherence • Coordinate schedules among service providers (e.g., provide temporary additional transit capacity and/or on-demand transit service for event attendees) • Disseminate new transit schedules and/or pick-up locations to traveling public if necessary Incident Responders • Coordinate with MPOs and local jurisdiction to close roads, freeway on-ramps, off-ramps if necessary • Provide additional security personnel for street patrol and traffic control Non-Motorized Roadway Users • Follow suggested route options • Utilize dynamic traveler information to avoid closed or restricted roads Table 20. Special planned event operational scenario.

General Description Operational Objectives ICM Strategies to Consider Agency/Entity Roles and Responsibilities Regional MPOs and Local DOTs Freight Transit Incident Responders (Lead Agency) Non-Motorized Roadway Users Large-scale incidents potentially resulting in long-term full freeway/arterial closures and evacuations. Incident potentially involves natural disasters or man-made incidents such as terrorist attacks. • Safety of the public, incident responders, transportation operations • Common incident management system (combination of incident detection systems and incident response plans) • Emergency vehicle signal preemption • Transit signal priority • Bus Rapid Transit lane management • Ramp meter and arterial traffic signal coordination • Dynamic HOV lanes • Dynamic reversible lanes/Dynamic lane management • Dynamic traveler information (DMSs, 511 systems, mobile app alerts) • Implement and monitor road/ramp closures or restrictions • Issue public announcements, press releases and trigger DMS and 511 system updates to alert the traveling public of incident details, road closures, and other impacts • Deploy portable message signs at critical locations • Operate freeway and arterial field devices (e.g., adjust lane restrictions, reconfigure lane directions, adjust signal timing plans, etc.) • Monitor freeway and arterial traffic flow and other performance metrics • Reroute trucks to non-impacted alternate routes • Reschedule pick-ups or deliveries as needed, based on severity of incident • Coordinate schedules among service providers (e.g., provide short-term additional transit capacity and/or on-demand transit service for evacuees) • Disseminate new transit schedules and/or pick-up locations to traveling public if necessary • Receive incident notification via 911 report and dispatch necessary incident responders • Update incident details in common incident management system • Provide additional security personnel for traffic control, evacuation support services • Utilize traveler information sources for travel instructions (e.g., stay indoors, evacuate to nearest safe facility, avoid closed/restricted roads, etc.) Table 21. Disaster response operational scenario.

78 Broadening Integrated Corridor Management Stakeholders Source: Office of the Assistant Secretary for Research and Technology and Cambridge Systematics, Inc., 2017 Figure 11. Integrated Corridor Management analysis, modeling, and simulation approach worksteps. Source: https://www.fhwa.dot.gov/pressroom/fhwa1504.cfm. Figure 12. Nationwide Integrated Corridor management activity as of August 2017.

Develop ICM System Concept 79 FHWA and individual cities pursuing ICM have published multiple reports throughout the ICM initiative; these reports can be used as references to aid transportation professionals in implementing their own ICM projects. Here are several pertinent resources: • FHWA Office of Operations Corridor Traffic Management webpage37 – This is FHWA’s main page on ICM. • Office of the Assistant Secretary for Research and Technology Intelligent Transpor- tation Systems Joint Program Office (ITS-JPO) Integrated Corridor Management Knowledgebase38 – This is ITS-JPO’s research archive of all ICM-related publications, organized by ICM lifecycle phase or system engineering process step. • Scoping and Conducting Data-Driven 21st Century Transportation System Analyses39 – This FHWA publication is a guide on the systematic integration of data and analytic resources into transportation systems management. • FHWA Office of Operations Traffic Analysis Tools Program40 –The Traffic Analysis Tools Program was formulated by FHWA in an attempt to strike a balance between efforts to develop new, improved tools in support of traffic operations analysis and efforts to facilitate the deployment and use of existing tools. FHWA has established two tracks under the Traffic Analysis Tools Program: the deployment track and the development track. Volume XIII: Integrated Corridor Management Analysis, Modeling, and Simulation Guide is among the documents relevant for ICM. • NCHRP 03-121 Guidebook Appendix G, Documentation for Integrated Corridor Manage- ment Deployments – This appendix provides design details of real-world ICM systems of various scales, including the San Diego I-15 and Dallas U.S. 75 Demonstration Sites, as well as the smaller scale Kansas I-35 ICM project. 37 https://ops.fhwa.dot.gov/index.asp. 38 https://www.its.dot.gov/research_archives/icms/icm_lifecycle.htm. 39 https://ops.fhwa.dot.gov/publications/fhwahop16072/index.htm. 40 https://ops.fhwa.dot.gov/trafficanalysistools/index.htm.