Variable Speed Warnings on DMS

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1 Variable Speed Warnings on DMS Evolving Tools for Better Safety and Service Jeanne Olubogun, P.E. District Traffic Engineer - St. Louis Region Traffic and Safety Conference Columbia, Missouri May 14, 2014

2 Introduction Changing Customer Expectations Today s Technology is Creating a Change in Attitudes Toward and How Information is Consumed Immediate availability Relevant to current conditions Easy to understand Phone Internet Instant Messaging Navigation Camera ETC.

3 Introduction Responding to Expectations Being Aggressive in Our Approach, and Maximizing Available Field Investments Always On-Going Efforts Evaluating operating procedures / guideline Outreach efforts Management review

4 Problem Traditional Messaging DMS have largely been utilized the same way since first deployed 2001 Typical Uses Incident Information Work Zone Special Event Weather Maintenance Travel Time How does Messaging stay relevant in light of today s Smartphone technology?

5 Objectives Improve Messaging Evolve DMS messaging, make it more multi-purpose, and automated Improve sign utilization Reduce time to respond Information that impact drivers Build off of existing traditional messaging Provide information not readily available to drivers from other sources Travel Time + Speed Warning

6 Concept Basic Idea When one or more lanes of traffic are impacted DMS will display a third line on the normal Travel Time message providing a warning message and anticipated speed a driver is likely to encounter Normal Travel Time Message Impacted Travel Time Message

7 Concept Speed Warning Scenario Triggered when speed in any lane drops below 80% of posted-speed limit. Displays worst speed that could be experienced by driver in any lane of traffic. LANE-1 65 MPH 65 MPH 65 MPH LANE-2 65 MPH 55 MPH 50 MPH LANE-3 65 MPH 50 MPH 35 MPH Detector Station Incident Location

8 Concept Potential Benefits Alerting drivers to potential sudden drops in speed, has several potential benefits Improve safety, reduce secondary crashes at end of queue Increase attentiveness to everyday messaging More context to incident messaging Expand the utility of DMS

9 Pilot Corridor Details I-70 Corridor Three counties 44 miles in length 18 DMS locations 120+ detection sites K Average Annual Daily Traffic Ave incidents per month:

10 Results Current Numbers How has the system has performed to date System has been in use since July 25, 2013 (approx. 9 months) Speed warning messages active 6% of the time Times most seen, PM Peak (4-6PM) Heaviest activation was first week Tight correlation between incidents, roadwork, and warning messages

11 Unexpected Benefits Live Example 1: Random Short Term Congestion

12 Unexpected Benefits Live Example 2: Limited Incident Messaging! DMS -1 DMS -2?

13 1:00:00 AM 67 - I-270 NO Rte 100-Manchester Rd Duration of VAS Launches Per Day :30:00 PM 8:00:00 PM :30:00 PM 800 Time 3:00:00 PM 12:30:00 PM 10:00:00 AM 7:30:00 AM Duration (mins) 5:00:00 AM 2:30:00 AM :00:00 AM 0 11/27/ /2/ /7/ /12/ /17/ /22/ /27/2013 1/1/2014 1/6/2014 Date

14 I-270 NO Rte 100-Manchester Rd 600 Duration (mins) /01/ /03/ /05/ /07/ /09/ /11/ /13/ /15/ /17/ /19/ /21/ /23/ /25/ /27/ /29/ /31/2013 Date

15 Lessons Learned Quick Takeaways Lessons learned from the system to date Automation can help strengthen human operations Detector / data demands become more mission critical Important to get public relations involved early Travel Time destinations should be re-evaluated more frequently Open to consideration for furthering other DMS messaging opportunities

16 Future Expanded Concept Areas to expand the idea in the future; adding distance, multiple speeds, or location variables to warnings

17 Conclusion Final Points Technology used in our daily lives has an impact on how we perceive and interact with other technology. Investments in ITS should be constantly reviewed for ways to improve the customer s experience. The more relevant and directly relatable information is to the driver, the more likely it is to be seen as beneficial and more importantly acted upon. Safety and mobility improvements involve more than just placing devices in the field.

18 Thank You Jeanne Olubogun, P.E. District Traffic Engineer - St. Louis Region

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