Ramp Metering District

Transcription

1 Ramp Metering District 6-0

2 Agenda District 6-0 TIMS Program Overview Ramp Metering History and Initial Deployment Ongoing operations Future Concepts

3 2015 RTMC Operations Overview

4 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

5 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.

6 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.

7 Deployment History 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

8 Typical Ramp Signal Deployment

9 Initial Turn On Nov. 16 th, 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.

10 Other Observations 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).

11 Turn On Schedule 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

12 Wave - 1 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.

13 Observed Benefits

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16 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

17 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

18 Process to Date Network Interchange s Intersection s Freeways North (NJ Border to Academy) Mid (Academy to I-76) South (I-76 to DE Border) 6 23 I I-95 I-676 I I-95 NJ Border Study Area Freeway Mainline/Ramps Adjacent arterial intersections I-676 I-95 5 hr Peak Periods I-76 North AM (5:30 AM to 10:30 AM) DE Border Mid South PM (2:30 PM to 7:30 PM) Three separate models

19 Thank You! Ashwin Patel, P.E. Acting District Traffic Engineer PennDOT Dist 6-0 pa.gov Manny Anastasiadis Assistant District Traffic Engineer for ITS and Traffic Operations PennDOT Engineering District 6-0 Eanastasia@pa.gov 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