2. General System Description
2.1 System Content
The I-394 Corridor ICMS will be a system of systems that work together to address the needs throughout the corridor and achieve the vision defined in the Concept of Operations. The I-394 ICMS will include the following:
- The ICMS Data Hub A new software system to perform the functions of gathering data, storing data, and sharing data with other systems; and
- ICMS Enhancements to Existing systems – The ICMS project will enhance eleven (11) existing systems currently operated by corridor partners, adding features and functions specific to performing the ICM functions.
Figure 4 illustrates the ICMS Data Hub and the planned enhancements to the eleven existing systems. Collectively, these twelve (12) systems comprise the ICMS. Therefore, the I-394 Corridor ICMS is comprised of everything within the yellow shaded area of Figure 4.
Figure 4: System Level Diagram of I-394 ICMS
A number of different data types will be sent to the ICMS Data Hub, process and posted for other systems to acquire. In order to ensure that a system is identified to send all required data to the ICMS Data Hub, as well as to ensure that all data being sent to the ICMS Data Hub is being sent because it is needed by another system, the following table has been developed to map the data suppliers (systems) and data consumers (systems).
2.2 ICMS Business Model
The I-394 Corridor ICMS approach of modifying existing systems has the benefit that every system shown in Figure 4 with the exception of the ICMS Data Hub exists today. Further, the agency currently operating each of these eleven systems (Mn/DOT, Hennepin County, Metro Transit, Minnesota State Patrol, or City of Minneapolis) has committed to operate and maintain these systems with a dedicated budget. The enhancements to these systems that are needed to accomplish the ICM strategies will expand the software, interfaces, and possibly require additional computing power and bandwidth. However, once the ICMS enhancements are funded and performed, there is a commitment from each agency who currently owns the systems to continue to maintain and operate the systems. The ICMS Data Hub is planned to be incorporated in to the Mn/DOT Traffic Operations Center and to be maintained together with the existing RTMC equipment.
In summary, the ongoing maintenance and operation of systems is covered by current funding commitments of partner agencies.
In Figure 4, the yellow boxes represent the new ICMS Data Hub and expansions to existing systems that will be performed within the ICM project, and collectively everything housed within the yellow shaded area will be considered the final ICMS.
Section 2.3 describes and illustrates the capabilities of each module to the I-394 ICMS.
2.3 ICMS System Capabilities
2.3.1 ICMS Data Hub
The ICMS Data Hub will serve as a data routing mechanism for the I-394 ICM Corridor. The Data Hub will:
- Allow each system to send data to the ICMS Data Hub;
- Store data sent to the ICMS Data Hub for a temporary time period; and
- Post data and message sets received for other systems to acquire.
As a result of this architecture, each system only needs to communicate with the ICMS Data Hub, versus multiple connections to many systems located at many agencies.
The business model behind this concept of the ICMS Data Hub is that the Data Hub will have minimal intelligence built in to the system and therefore require minimum updates or changes. Because other systems will send messages and data to the ICMS Data Hub, and then acquire data and messages from it, there is no need to configure where to send data and when to acquire data. It is believed that this architecture will result in the ICMS Data Hub being a system that requires minimal maintenance and operation. Figure 5 illustrates the interactions of the Data Hub with the other systems.
Figure 5: Logical Architecture of the ICMS Data Hub System
2.3.2 ICMS Enhancements to the Mn/DOT Traffic Operations System
The Mn/DOT Traffic Operations System, housed at the RTMC operates four primary components (traveler information system, a field device control / traffic management system, a condition reporting system, and a video switch).
Three of these primary components in the Mn/DOT Traffic Operations Center will be enhanced to expand the functionality to support the ICM needs. Collectively, these enhancements are referred to as ICMS-Traffic Operations System.
The current function and planned enhancements of the three primary components are summarized as follows:
- The Integrated Roadway Information System (IRIS). The IRIS system provides device control of traffic management devices from within the RTMC (e.g. DMS, CCTV, ramp meter, and loop detector monitoring). The ICMS enhancements will expand the IRIS system to include arterial and transit data in to polling and display to operators, as well as expanded control of additional field equipment at designated locations along freeways and arterials, and transit travel time and incident information.
- The Condition Reporting System (CRS). The Mn/DOT condition reporting system allows manual entry and stores event descriptions of crashes, closures, and planned construction. The ICMS enhancements to the system will expand coverage to include arterials and transit incident and event data.
- 511-Statewide Traveler Information System. The traveler information system inside the Operations Center currently operates telephone, Internet, and mobile device dissemination of freeway traffic and incident data. The ICMS enhancements will expand the traveler information system to include dissemination of arterial and transit data, as well as a holistic corridor-wide perspective.
In summary, the ICMS Enhancements to the Mn/DOT Traffic Operations System will:
- Send data to and receive data from the ICMS Data Hub,
- Control field devices that include DMS, CCTV, ramp meters and variable speed limit signs,
- Generate and disseminate travel information messages through telephone, Internet and email using the data from the ICMS Data Hub.
Figure 6 illustrates the logical architecture of the ICMS-Traffic Operations System.
Figure 6: Logical Architecture of ICMS-Traffic Operations
2.3.3 ICMS Enhancements to the Mn/DOT Arterial Signals Group
The Mn/DOT Arterial Signals Group times and operates the signals along Highway 55 and Highway 7, within the corridor. The ICMS will enhance the functionality of the Mn/DOT ASG to include more real-time signal timing plan capabilities. In addition, the ICMS will expand the Mn/DOT ASG to measure and report the arterial travel times along Highway 55 and Highway 7.
The ICMS enhancements to the ASG (ICMS-Mn/DOT-ASG System) will include an interface to send arterial travel times to the ICMS Data Hub, an interface to receive data from the ICMS Data Hub, and an interface to the field devices to implement timing plan changes. The logical architecture of the ICMS-Mn/DOT-ASG System is illustrated in Figure 7.
Figure 7: Logical Architecture of ICMS-Mn/DOT-ASG
2.3.4 ICMS Enhancements to the Metro Transit Control Center System
The Metro Transit Control Center provides control and communication to the Metro Transit operated buses on the corridor. The MTCC is able to communicate with buses and operates several information dissemination systems to relay messages to travelers (including a phone system, next bus arrival signs, and a transit trip planner website. The ICMS will enhance the functionality of the MTCC (ICMS-MTCC System) to send data to the ICMS Data Hub, acquire data from the ICMS Data Hub, perform additional data collection and dissemination at park-and-ride facilities, operate transit signal priority at key park-and-ride exits, and to offer internet access to riders.
The logical architecture of the ICMS-MTCC System is illustrated in Figure 8 below.
Figure 8: Logical Architecture of ICMS-MTCC
2.3.5 ICMS Enhancements to the SouthWest Transit Center
SouthWest Transit service differs from Metro Transit service in that SouthWest Transit provides commuter service from communities to the Southwest of the metro area without regular stops along the corridor. Therefore, SouthWest Transit is a user of the I-394 Corridor, but does not have scheduled passenger pickups along the corridor. Also, SouthWest Transit is a key user of the I-394 ICMS because they have the option to avoid I-394 entirely during incidents (as they have no scheduled pickups). The ICMS will enhance the functionality of the SouthWest Transit dispatch center by acquiring information describing incidents and travel times along the corridor and displaying this information to dispatchers. The ICMS SouthWest Transit enhancements are illustrated in the ICMS-SWT System logical architecture, illustrated below.
Figure 9: Logical Architecture of ICMS-SWT
2.3.6 ICMS Enhancements to the Plymouth Metrolink Dispatch
Plymouth Metrolink offers transit service primarily from the western suburbs to Minneapolis. Plymouth Metrolink picks up passengers at Park-and-Ride lots throughout the corridor. The ICMS will enhance the functionality of the Plymouth Metrolink dispatch center by adding the functionality to acquire data and information describing incidents and travel times along the corridor and displaying this information to dispatchers. The ICMS Plymouth Metrolink Transit enhancements (ICMS-PM System) are illustrated by the logical architecture of the ICMS-PM System below.
Figure 10: Logical Architecture of ICMS-PM
2.3.7 ICMS Enhancements to the A,B,C Garages
The A,B,C Garages are located at the Eastern-most edge of the I-394 ICM Corridor and provide considerable parking opportunities for commuters with direct access from the I-394 Freeway in to the garage. The ICMS Enhancements to the ABC Garage (ICMS ABC System will acquire data from the ICMS Data Hub about incidents, events, and traffic on the corridor; disseminate information to travelers through kiosks in the garage, and allow operators to close the exit to I-394 at times when the freeway will back up in to the garage. Figure 11 below presents the logical architecture of the ICMS-ABC System.
Figure 11: Logical Architecture of ICMS-ABC
2.3.8 ICMS Enhancements to the Minnesota State Patrol Emergency Management
The Minnesota State Patrol Emergency Management System operators receive reports of incidents and crashes and dispatch response teams to the scene. The ICMS will enhance the MSP-EMS (ICMS-MSP-EMS System) to push incident descriptions to the ICMS Data Hub such that other ICMS systems can access incident reports. Figure 12 illustrates the logical architecture of the ICMS-MSP-EMS System.
Figure 12: Logical Architecture of ICMS-MSP-EMS
2.3.9 ICMS Enhancements to the Hennepin County Emergency Management
The Hennepin County Emergency Management System EMS operators receive reports of incidents and crashes and dispatch response teams to the scene. The ICMS will enhance the HENN-EMS (ICMS-HENN-EMS System) to push incident descriptions to the ICMS Data Hub such that other ICMS systems can access incident reports, and to acquire incident reports from the ICMS Data Hub that have been reported by other agencies’ systems. Figure 13 illustrates the logical architecture of the ICMS-HENN-EMS System.
Figure 13: Logical Architecture of ICMS-HENN-EMS
2.3.10 ICMS Enhancements to the City of Minneapolis Emergency Management
The City of Minneapolis Emergency Management System operators receive reports of incidents and crashes and dispatch response teams to the scene. The ICMS will enhance the COM-EMS (ICMS-COM-EMS System) to push incident descriptions to the ICMS Data Hub such that other ICMS systems can access incident reports, and to acquire incident reports from the ICMS Data Hub that have been reported by other agencies’ systems. Figure 14 illustrates the logical architecture of the ICMS-COM-EMS System.
Figure 14: Logical Architecture of ICMS-COM-EMS
2.3.11 ICMS Enhancements to the City of Minneapolis Arterial Signal Control
The City of Minneapolis Arterial Signals Group operates traffic signal controllers for City operated intersections along the corridor, and in downtown Minneapolis. The City of Minneapolis also currently controls several DMS and CCTV cameras in downtown Minneapolis. While these are not technically on the corridor, they play a role in responding to incidents on the corridor. Figure 15 illustrates the logical architecture of the ICMS-COM-ASG System.
Figure 15: Logical Architecture of ICMS-COM-ASG
2.3.12 ICMS Enhancements to the Hennepin County Arterial Signal Control
The Hennepin County Arterial Signals Group operates traffic signal controllers for County operated intersections along the corridor. Enhancements to the Hennepin County ASG (ICMS-HENN-ASG System) will acquire data from the ICMS Data Hub and display data to operators. Figure 16 illustrates the logical architecture of the ICMS-HENN-ASG System.
Figure 16: Logical Architecture of ICMS-HENN-ASG
2.4 System Modes and States
The ICMS must operate in a variety of modes (or states) to ensure that the system meets the operational, training, and redundancy needs of the ICM stakeholders. This section describes the various modes that shall be supported by the ICMS.
Normal Operations Mode – Normal operations mode will be the mode in which the system operates the majority of the time. Operators will be able to interact with the system, the system will be sending and receiving data and messages among the various subsystems, and the subsystems will be interfacing with external devices.
Partial Operations Mode – The architecture of the I-394 ICMS is such that as long as the ICMS Data Hub is operational, the system can operate with as many operational subsystems that are available. For example, if the ICMS-HENN-ASG is off-line for any reason, the remainder of the systems can function. Some systems have requirements for sending periodic messages to inform other systems that they are operational. The partial operations mode will also enable portions of the system to be developed and implemented over time.
Start-up Mode – Start up mode will be used whenever a subsystem is brought off-line or restarted for any reason. During start-up mode, the ICMS Data Hub will post messages that no information is available until such time that current data is received. Similarly, other subsystems will not send messages until the next scheduled data collection occurs.
Failure Mode – The ICMS (or any subsystem) shall enter failure mode if the system loses connection to the Internet or in the event that connection to a field device or to the Data Hub is lost. During Failure Mode, the subsystems shall be configured to notify an administrator in some manner. There shall be a checklist that the administrator reviews before adjusting the ICMS from Failure Mode to Normal Operations Mode.
2.5 Major System Conditions
The ICMS shall operate during various conditions. The scenarios presented later in this section describe operational scenarios for situations that involve one or more of these conditions. The follow summaries describe typical conditions for the I-394 Corridor that were considered when developing the requirements.
Inclement Weather Conditions – Inclement weather conditions cause slower traffic movements and therefore increased gridlock. During inclement weather conditions, the risk of incidents is increased. Inclement weather may involve limited visibility, snow or ice reducing traction, extreme cold temperatures and high winds. The impacts of these conditions could impair surveillance through reduced visibility, hinder traffic detection, and restrict capacity.
Non-recurring Congestion - Non-recurring congestion is typically the result of incidents. Because the network operates near capacity, any incident that restricts flow on a route can create serious levels of congestion for one or more routes. During non-recurring congestion, often travelers leave their normal route and are unfamiliar with the route they are traveling.
Special Planned Events and Construction - The corridor hosts several event venues such as a baseball stadium, basketball arena, is a feeder route to the State Fair, and experiences road construction and maintenance activities. Therefore, the ICMS must operate during conditions of planned events. During planned events, the ICMS strategies will actually begin prior to the onset of the event, and will include preparations such as the designation of additional transit parking. The role of the ICMS will be to support advance information dissemination as well as real-time dissemination.
Recurring Congestion – The I-394 Corridor experiences recurring congestion during daily peak periods. This congestion is predicted, although the impacts of the congestion (i.e. how bad it will be) are determined by many factors, including weather, whether school is in session, and roadwork activities of neighboring roads).
Normal Conditions – The majority of the time, the I-394 Corridor will operate under normal operating conditions. During these times, the corridor will experience free flow speeds and minimal waits when moving from one road to another. The ICMS will primarily perform the role of informing travelers of conditions during these conditions.
2.6 Major System Constraints
The primary constraints on the ICMS will be the existing legacy systems that are not proposed to be changed as part of this project. These will apply a constraint to the ICMS because any interfaces with these systems are fixed. If a change is made to a an existing legacy system the ICMS functions will need to be reviewed before a change is implemented to ensure the system will still function as designed.
2.7 User Characteristics
The characteristics of the users of the ICMS are important to understand and document in order that the system can be designed and developed to support the user needs. The following users (defined with characteristics) are envisioned for the ICMS:
Agency Operators – The Mn/DOT Traffic Operations system, Mn/DOT Arterial Signal Group, A,B,C Garages, City of Minneapolis Arterial Signal Group, and Hennepin County Arterial Signals Group will all have agency operators of the ICMS. In addition, the Mn/DOT Traffic Operations operators will have access to the administrator portions of the ICMS Data-Hub. Agency operators shall all be trained to use the ICMS subsystem(s) that they will use. In addition, operators will be comfortable using Internet tools and comfortable with viewing data in spreadsheet and/or database formats.
Administrators – There are several settings in the ICMS that the requirements dictate shall be configurable by administrators using the administrator interface. These administrators are not expected to be able to edit software code, but rather will have some form of an administrator user interface that allows them to modify settings.
Traveling Public – The traveling public will be a user of the ICMS primarily as a consumer of data. The ICMS, and related systems need to present information in a coordinated, and not confusing manner to the traveling public. Information dissemination systems should be co-branded, coordinated, and shall not contradict each other.
2.8 Assumptions and Dependencies
There were a number of assumptions made while drafting the ICMS requirements. These assumptions are summarized here:
- The existing practices of the RTMC do not allow agencies outside Mn/DOT to take control of cameras operated by Mn/DOT, with the exception of Minnesota State Patrol who are collocated in the RTMC and have control of cameras. Video feeds will be shared but pan/tilt/zoom control of cameras will not be offered to other agencies;
- Each member agency of the ICM initiative has stepped through the scenarios presented in the Concept of Operations and has taken part in a workshop to discuss ownership and maintenance of ICM systems and equipment. Each agency has accepted the role of maintaining the equipment deployed by their agency;
- Each agency recognizes that their equipment or systems are playing a critical role in the overall ICM vision, and should they allow operations to lapse it will impact their partner agencies.
2.8.1 External Requirements
As noted earlier in this document, the success of the ICMS depends upon existing system and systems planned for deployment with funding from outside (non-ICM) sources. Each of these systems or field devices is critical to the success of the ICM initiative and is needed for the ICMS to operate properly. Therefore, these systems are considered External Requirements. In other words, if any of these systems are decided to be terminated or changed in any way, the ICMS requirements and scenarios should be consulted to determine if the change will impact the performance of the ICMS. These External Requirements (existing and planned deployments) are described as follows:
External Requirements – Existing systems and Devices
- Mn/DOT shall operate a Regional Transportation Management Center capable of communicating with loop sensors, controlling DMS signs, controlling CCTV cameras, and controlling ramp meters;
- Mn/DOT shall operate I-394 surveillance coverage through CCTV cameras;
- Mn/DOT shall operate DMS located along the entire extent of I-394;
- Mn/DOT shall continue to operate DMS located at limited locations along arterials in the corridor;
- Mn/DOT shall continue to operate High Occupancy Toll (HOT) lanes along I-394 with variable pricing (congestion pricing) as is currently operated now;
- Mn/DOT shall operate ramp meters at every ramp on the corridor;
- Mn/DOT shall operate actuated traffic signal controllers on State operated signal within the corridor;
- Mn/DOT shall operate an information dissemination system that includes an interactive 511 phone system, and Internet display system. The information dissemination system shall show conditions and/or performance of freeways, arterials and transit at a level that would support travelers in determining which route and/or mode is the best option. As noted below, Metro Transit will operate a more detailed transit trip planning system with additional details about trip planning and parking options. The Mn/DOT information dissemination system will serve as a portal, linking visitors to the transit trip planner system, therefore offering one-stop-shop for visitors seeking travel information;
- Metro Transit shall operate a metro transit control center capable of monitoring bus location, reporting bus arrival times.
- Metro Transit shall operate a transit trip planning system, offering trip planning services over the Internet. The trip planner shall be linked from the Mn/DOT information dissemination system as well as have it’s own direct URL;
- Each Emergency Response Provider shall operate a computer aided dispatch systems operated by each emergency response provider;
- Shared radio talk groups available to all responders along the corridor.
- City of Minneapolis shall operate actuated signal controllers on all city operated intersections on the corridor.
- Hennepin County shall operate actuated signal controllers on all county operated intersections on the corridor.
External Requirements – Planned and committed systems
- Mn/DOT shall disseminate freeway travel times on existing DMS on I-394;
- Mn/DOT shall perform advanced signal coordination and retiming of the 30 signals along TH 55;
- Mn/DOT shall perform advanced signal coordination and retiming of the 23 signals along TH 7;
- Mn/DOT shall perform advanced signal coordination and retiming of the 28 signalized intersections at junctions with I-394 (signals exist on North-South cross streets);
- Mn/DOT shall deploy approximately 44 CCTV cameras along Hwy 55 and Hwy 7;
- Mn/DOT shall deploy 4 DMS along Hwy 55 and Hwy 7
- Metro Transit shall implement bus arrival and departure real-time updates to the transit phone system.
2.9 Operational Scenarios
This subsection includes six different operational scenarios to illustrate how the ICM would assist in different situations.
2.9.1 Scenario #1: Major Incident in the AM Peak
On a weekday morning about 7:30am, a serious crash occurs on eastbound I-394 just east of Hwy 100, between a truck and a passenger auto. The crash has caused serious injuries and is blocking all eastbound directional (inbound morning commute) lanes of travel for an estimated 90 minute clearance time.
Figure 17: Scenario 1 Illustration
A passenger riding in a vehicle upstream of the crash has been stopped behind the crash and phones 911 to report the incident within minutes from the onset. A State Patrol dispatcher in the RTMC receives the 911 phone call and immediately creates an event in the CAD system, describing the event (location and impacts to traffic) and dispatches law enforcement and emergency services to the scene.
- Almost instantaneously, the ICMS Enhancement to the Minnesota State Patrol emergency management system (ICMS-MSP-EMS) sends a message to the ICMS Data Hub conveying all the information contained in the CAD system to describe the event. As updates are entered into the MSP CAD system, these updates will also be sent to the ICMS Data Hub and will be appended to the event report stored in the ICMS Data Hub.
- The ICMS Enhancements to Mn/DOT Traffic Operations, Metro Transit Control Center, and Arterial Signal Groups at Mn/DOT, Hennepin County, and City of Minneapolis (ICMS Traffic Operations, ICMS-MTCC, ICMS-Mn/DOT ASG, ICMS, HENN-ASG, and ICMS-COM-ASG) are all set to acquire data from the ICMS Data Hub frequently, and the next query will download the event description. As a result, each agency will view the incident within an estimated 1-3 minutes from the initial report.
- In addition to the traffic and transit response agencies, the ICMS Enhancements at Hennepin County EMS and City of Minneapolis EMS also acquire incident reports from the ICMS Data Hub and have downloaded summaries of the incident within minutes.
- RTMC operators, after seeing the event icon, have adjusted nearby CCTV cameras to view and verify the crash. RTMC dispatchers have requested a Freeway Incident Response Safety Team (FIRST) truck to the scene for additional verification and mobile traffic management.
- The RTMC supervisor on duty has decided to open up the reversible lane (currently inbound HOV/HOT access only) to all inbound vehicles, in an attempt to flush traffic building upstream of the crash site. Remote access to the Mn/PASS facility allows this to happen within a minute, and travelers are notified by the Mn/PASS signs throughout the corridor.
- Accompanying the opening of the reversible lanes and the growing congestion due to the crash, an automated process posts variable speed limit messages of 45 MPH along I-394 to prepare vehicles for the likely slowdown and to prevent additional crashes.
- RTMC operators post messages on the Highway 7 DMS signs upstream of intersections with connector routes used by commuters to travel north in order to join I-394. The DMS messages warn of the crash on I-394 and advise travelers to remain on Hwy 7. As a result, the majority of travelers remain on Highway 7. RTMC operators post a similar message to DMS signs on Highway 55, and commuters generally stay on Highway 55, rather than diverting to I-394. Similar messages are posted on signs on the connector freeways (i.e. I-494, Hwy 169, and Hwy 100) advising of the crash and informing motorists to use Highway 55 or Highway 7 instead of I-394.
- Because the ICMS-Mn/DOT-ASG System has acquired the incident message, the Mn/DOT Arterial Signals group is informed of the incident of the event, and the signals group downloads flush plans to Highway 7 in order to accommodate the increased levels of traffic not diverting North at Highway 100. Monitoring traffic conditions on Highway 55 through CCTV and real-time traffic data, the Mn/DOT Arterial Signals group decides not to adjust signal timing at this time as the signals are handling the additional volume with no delays.
- Because the ICMS-COM-ASG System has acquired the incident report from the ICMS Data Hub, the city traffic group alters the signal timings on the local road that is the continuation of Highway 7 once it enters the city (Lake Street). The signal is now timed for maximum progression of inbound Highway 7, relieving the added volumes to the extent possible. City of Minneapolis traffic engineers are also monitoring downtown traffic volumes through CCTV to watch for other impacts of the backup.
- RTMC operators manually adjust several ramp meter rates using the RTMC software to maintain a steady flow along the freeway.
- Traffic Operations personnel at Hennepin County, City of Minneapolis, and Mn/DOT have been sending traffic volume and signal timing information to the ICMS Data Hub. Each system then also acquires the information from other agencies through the ICMS Data Hub. This allows each agency to display a massive amount of traffic information to operators through an on-screen display, and this assists them in reaching decisions about the response to the incident.
- At the Metro Transit Control Center, the ICMS-MTCC System has acquired the incident report from the ICMS Data Hub and now displays the crash at all the dispatchers’ CAD stations. The opening of the reversible lanes has prevented an extensive queue from forming and the transit vehicles traveling along I-394 are experiencing minimal delays (however delays have not been eliminated). The ability of buses to use shoulders on freeways and High Occupancy Vehicle (HOV) bypass at the on-ramps has helped Metro Transit vehicles remain as close to schedule as possible.
- The Metro Transit ICMS-MTCC System has sent several messages to the ICMS Data Hub since the incident, reporting transit travel times and arrival/departure information, as well as the available parking spaces at the park-and-ride lots.
- The ICMS-MTCC System is also informing transit riders of updated arrival/departure information using ‘next departure signs’ at bus stops, DMS signs at park-and-ride facilities describing the number of spaces available and transit travel times.
- The ICMS enhancements to the SouthWest Transit Dispatch Center have acquired the messages from the ICMS Data Hub describing the incident and current response activities. Dispatchers are able to view the incident descriptions and they notice the growing delays on Highway 7 (as travelers are not moving to I-394). SouthWest Transit buses have been following a route taking them Northbound on I-494 and then Eastbound on I-394. Given that they have no passenger pickups within the corridor, they have advised all drivers to take an alternate route where they can benefit from shoulder access and experience fewer delays.
- The ICM Traffic Operations System has created messages specifically to announce the travel times on all routes and modes. These messages are being disseminated over the 511 phone system and public Internet system operated by Mn/DOT. Alternate travel times are presented for four routes/modes, including:
- I-394 automobile travel is reporting longer travel times than normal,
- Highway 7 is reporting longer travel times than normal,
- Highway 55 is reporting typical travel times, and
- Transit routes (benefiting from shoulder access, signal priority and meter bypasses) are operating with minimal delays overall.
In addition, DMS signs throughout the corridor are posting travel time messages to keep travelers in the loop about their expected delays.
This information, combined with reports of those park-and-ride facilities with excess capacity, has caused roughly 500 commuters to select transit, and caused 300 commuters to choose to delay their commute to work for 90 minutes while they telecommute at home.
- At the RTMC, a Radio Broadcaster is giving continuous traffic reports throughout the duration of the incident on local radio station KBEM 88.5 FM. Another RMTC operator is providing traffic information to other local radio stations and television stations through a shared 800 mHz radio channel.
- Scenario Event Closure & Return to Normal Operations. The crash vehicles are towed and the area cleared within 90 minutes. The reversible lane is returned to normal status and the DMS messages terminated by RTMC staff. The ICMS-MSP-EMS System sent an update to the original incident message when the incident was cleared by patrol in the field, and the ICMS Data Hub removed the incident from the post. Within minutes, each agency was informed that the incident was resolved (by no longer seeing the incident posted on the ICMS Data Hub). The City and County returned all signal timings to their normal operational procedures. The ICM Management Team would be briefed on this event during the next meeting and the performance measurements presented by the ICM Program Manager for review and analysis.
Scenario #1 Recap:
1. Scenario Management and Leadership
The overall ICM management during Scenario #1 would be provided by the Mn/DOT RTMC Freeway Operations Team. On-site coordination of the incident response would be managed by the Minnesota State Patrol. On-site coordination of traffic management and recovery would be provided by the FIRST vehicle drivers. The closure of the event would be triggered by the State Patrol clearing the event, and then the Mn/DOT Freeway Operations team would manage the incident wrap-up and eventually return all systems to normal.
2. Scenario Impacts on Corridor Goals and Objectives
As a result of the ICM response procedures executed on this morning, the only major delays were experienced by those vehicles immediately behind the crash site. These vehicles were safely moved past the crash site as soon as the first emergency responders arrived. In total, 800 commuters altered their modes or departure times, and the remaining commuters arrived at their destinations (many altering their routes) within their buffer time, with the average delays being 3-5 minutes.
2.9.2 Scenario #2: Minor Traffic Incident
On a weekday at about 4:30PM, a serious crash involving two cars with multiple serious injuries occurs on westbound I-394 between Hwy 100 and I-94 in the reversible HOT lanes currently running westbound, blocking those lanes with an estimated one hour clearance time.
Figure 18: Scenario 2 Illustration
A State Patrol trooper regularly positioned on the HOT lanes to perform HOT enforcement has observed the crash from his post and immediately radios the report to the State Patrol dispatchers located in the RTMC. A State Patrol dispatcher in the RTMC creates an event in the CAD system, describing the event (location and impacts to traffic), and dispatches law enforcement and emergency services to the scene.
- Almost instantaneously, the ICMS-MSP-EMS System sends a message to the ICMS Data Hub relaying the incident description from the MSP CAD system. The various traffic management, transit, and emergency response agencies ICMS enhancements acquire this incident report within minutes and all agencies have access to the information. Within seconds, the RTMC operators have adjusted nearby CCTV cameras to view and verify the crash.
- RTMC dispatchers immediately dispatch a FIRST truck to the entrance gate of the reversible HOT lanes in order to close the gate arms to the entrance ramps leading into the reversible lanes.
- The RTMC dispatchers (using the ICMS-Traffic Operations System) automatically posts variable speed limits at 40MPH to normalize traffic speeds and prevent future crashes.
- The RTMC posts messages on the Mn/PASS HOT signs westbound before the crash noting that the HOT lanes are closed. Beyond the crash, the westbound HOT lane of I-394 continues to operate using the congestion pricing scheme that has been in operation since 2004, adjusting prices according to congestion levels in the HOT lane.
- RTMC operators post messages on I-94 northbound and southbound approaching I-394 warning travelers of the crash on I-394. As a result, the majority of westbound traffic enters Highway 55 or continues on I-94 heading westbound. Messages are also posted on Highways 55 and 7 notifying travelers that I-394 is congested from downtown to Hwy 100.
- The ICMS Enhancement to the A,B,C Garage (ICMS-ABC) acquire the incident notification from the ICMS Data Hub, and operators at the ABC Garage also receive an email from the Mn/PASS system about the event. Anticipating that traffic will back up into the garages, the operators proceed with closing the garage exits that lead directly to westbound I-394. In addition, kiosks located in the garages are displaying an updated traffic flow map, alerting travelers to the current conditions and describing the exit closure.
- The ICMS-ABC Garage sends a message to the ICMS Data Hub describing that the garage exit on to I-394 is closed.
- The ICMS Enhancements to the City of Minneapolis Arterial Signals Group (ICMS-COM-ASG) acquires the incident notification as well as the notice that the A,B,C Garage exit is closed within minutes from the report. The ICMS-COM-ASG is able to display the incident (as well as traffic volume data from Hwy 55 and I-394 to the City traffic managers. Once familiar with the situation, the city operator alters the signal timings on several local roads to accommodate the expected influx of traffic as commuters use local roads because of the closure of the garage access to I-394.
- The Mn/DOT Arterial Signals group has acquired the incident report (as well as the report of the A,B,C Garage closure from the ICMS Data Hub and the operator downloads outbound flush plans to both Highway 7 and Highway 55 to accommodate the increased levels of traffic normally on I-394. The signal timings on Highway 55 are set to accommodate the flow of travelers entering Hwy 169 southbound to join I-394 at a point where the congestion has cleared.
- At the Metro Transit Control Center, the ICMS-MTCC has acquired the incident information from the ICMS Data Hub and now displays the crash at all the dispatchers’ CAD stations. The buses will not be able to travel in the reversible HOT lane during the incident; and bus shoulder access is limited to only a portion of the westbound route. However, transit signal priority will support the buses as they exit I-394 to drop riders at the park-and-ride and re-enter the freeway. The buses continue en-route and do experience delays similar to the average vehicle.
- SouthWest Transit operators are able to view the incident information because the ICMS-SWT has acquired the incident messages from the ICMS Data Hub, and the dispatcher on duty selects to route their outbound vehicles away from I-394. The delays are not expected to be extensive, however the additional mileage will increase the trip time and therefore passengers are notified. Most passengers are able to call home and arrange other options to pick up children at day care or to postpone dinner plans.
- TheICMS Plymouth Transit system (ICMS-PM) has acquired the incident notification from the ICMS Data Hubis notified of the event. Their buses typically follow a route that utilizes a combination of I-394 and Hwy 55. Today, they have diverted their buses to solely use Hwy 55. There is increased traffic on Hwy 55 and delays are resulting. However, the flush timing plans as well as the transit signal priority (activated once the buses became late) have recovered much of the delays and most buses reach their destination nearly on time.
- The ICM integrated travel information system has been informing travelers of the crash through 511, the Internet, and pushed messages to phones, blackberries and pagers. Alternate travel times are presented for four routes/modes, including:
- I-394 automobile travel is reporting longer travel times than normal until Xenia Avenue,
- Highway 7 is reporting typical travel times,
- Highway 55 is reporting typical travel times, and
- Transit routes (benefiting from shoulder access, signal priority and meter bypasses) are operating nearly on-time.
This information, combined with parking ramp kiosks and HAR advisories has caused roughly 400 commuters to delay their departure from the ABC garages for approximately 30 minutes, while they shop or enjoy a snack or continue working. Nearly 2,000 commuters have exited the parking garages onto local streets and proceed to Hwy 55 or Hwy 7.
- Scenario Event Closure & Return to Normal Operations. The crash vehicles are towed and the area cleared within 45 minutes. The reversible lane is returned to normal status and the DMS messages terminated by RTMC staff. The ICMS-MSP-EMS System sent an update to the original incident message when the incident was cleared by patrol in the field, and the ICMS Data Hub removed the incident from the post. Within minutes, each agency was informed that the incident was resolved (by no longer seeing the incident posted on the ICMS Data Hub).Each agency restores signal timings and DMS to their normal operational procedures.
Scenario #2 Recap:
1. Scenario Management and Leadership
The overall ICM management during Scenario #2 would be provided by the Mn/DOT RTMC Freeway Operations Team. On-site coordination of the incident response would be managed by the Minnesota State Patrol. On-site coordination of traffic management and recovery would be provided by the FIRST vehicle drivers. The closure of the event would be triggered by the State Patrol clearing the event, and then the Mn/DOT Freeway Operations team would manage the incident wrap-up and eventually return all systems to normal. The ICM Management Team would be briefed on this event during the next meeting and the performance measurements presented by the ICM Program Manager for review and analysis.
2. Scenario Impacts on Corridor Goals and Objectives
As a result of the ICM response procedures executed on this evening peak period, the only major delays were experienced by those vehicles who continued to enter I-394, however with the amount of traffic diverted the delays were not major. While some transit riders and commuters who diverted their routes experienced delays, they were notified of the likely delays in time to call friends and spouses and make alternate arrangements for evening pickups.
2.9.3 Scenario #3: Major Arterial Highway Incident
A crash occurs on eastbound Hwy 55 between Winnetka Blvd. and Glenwood Avenue on a weekday at 7:45am, blocking all eastbound travel lanes for an estimated 45 minutes.
Figure 19: Scenario 3 Illustration
A passenger in a vehicle upstream is stopped behind the crash and phones 911 to report the event within minutes from the onset. The 911 call is answered by Hennepin County 911 dispatch, where a dispatcher enters a CAD report into the County’s CAD system, describing the event (location and impacts to traffic). In addition to entering the event into CAD, the dispatcher announces the crash over the ‘Inter-agency law enforcement talk channel’ of the 800 Mhz system, where it is heard by the RTMC, Metro Transit, Plymouth Transit, SouthWest Transit, and City of Minneapolis. The county dispatcher dispatches law enforcement and emergency services to the scene.
- Almost immediately, the ICMS Enhancements to the Hennepin County EMS (ICMS-HENN-EMS) sends a message describing the incident to the ICMS Data Hub. As response is dispatch to the scene and more information is updated in the CAD system, updates will be sent to the ICMS Data Hub and appended to the incident report in the ICMS Data Hub. The ICMS Data Hub stores the incident report and posts messages for other systems to acquire.
- Within seconds, the ICMS Enhancements to each traffic management and emergency response system in the area have acquired the incident report. Representatives from each ICM stakeholder agency have seen an icon at their dispatch console alerting them to the event and have accessed nearby CCTV camera images to view and verify the crash.
- Mn/DOT RTMC operators view the incident report through their reporting system (as the incident was acquired from the ICMS Data Hub) and they alert Mn/DOT maintenance dispatch co-located in the RTMC and a cleanup crew is dispatched to the crash site.
- RTMC operators post messages on the Highway 55 DMS signs upstream of Hwy 169 in order to alert travelers and recommend diversion onto Hwy 169 (rather than proceeding on Hwy 55 and then having to exit on Winnetka prior to the crash site). Most commuters follow the recommendation and use Hwy 169 to access I-394 eastbound. As a result, a large number of vehicles have been prevented from exiting Hwy 55 at Winnetka and proceeding on local roads as they attempt to find suitable alternatives.
- The ICMS Enhancement to the Mn/DOT arterial signals group (ICMS-Mn/DOT-ASG System) acquires the incident report from the ICMS Data Hub and traffic management personnel are able to view traffic volumes together with the reported incident. Based on the information available, the signals group downloads flush plans to Highway 55 east of the crash site to prepare to clear the queue that has formed.
- The ICMS-Mn/DOT-ASG sends a message to the ICMS Data Hub describing the signal timing plans implemented along Hwy 55 in order for City of Minneapolis traffic control to understand the selected timing plans in the event they want to alter city signals to be synchronized with State signals.
- The ICMS Enhancements to the City of Minneapolis Arterial Signals Group (ICMS-COM-ASG System) acquires the messages from the ICMS Data Hub describing the updated signal timing plans implemented by Mn/DOT and the traffic engineers decide to download a few flush timing plans to City of Minneapolis signals to remain coordinated with nearby Mn/DOT signals.
- RTMC operators manually adjust several ramp meter rates using the RTMC software to handle the increase flow along Hwy 169 to I-394.
- At the Metro Transit Control Center, the Automatic Vehicle Location (AVL)/CAD system has acquired the incident report and other traffic information from the ICMS Data Hub and now displays the crash at all the dispatchers’ CAD stations. There are no Metro Transit buses impacted by this event and therefore (while they remain alert to potential spikes in demand on I-394) no action is taken at this time.
- At the Plymouth Transit dispatch center, dispatchers have learned of the event through the 800 Mhz talk channel. The crash begins to create delays in the bus service and as a result of these delays, the inbound buses are relocated off of Hwy 55 on to I-394, recovering much of the delays.
- The ICM Enhancements to the Mn/DOT Traffic Operations systems (ICMS-Traffic Operations) has generated several messages describing travel times on multiple routes and modes and has positioned these messages to be disseminated by the Mn/DOT traveler information 511 phone and Internet dissemination systems. Alternate travel times are presented for four routes/modes, including:
- I-394 automobile travel is reporting typical travel times;
- Highway 7 is reporting typical travel times;
- Highway 55 is reporting stopped traffic near the crash with moderate delays upstream of the crash; and
- Transit routes (benefiting from shoulder access, signal priority and real-time re-routes) are operating nearly on-time.
This late timing of this event has not created many mode alterations, however many drivers along Hwy 55 have altered their routes.
- Scenario Event Closure & Return to Normal Operations. The crash vehicles are towed and the area cleared within 45 minutes. The flush timing plans clear the queue quickly and Hwy 55 returns to normal within a few cycle lengths. The ICMS-HENN-EMS System sent an update to the original incident message when the incident was cleared by patrol in the field, and the ICMS Data Hub removed the incident from the post. Within minutes, each agency was informed that the incident was resolved (by no longer seeing the incident posted on the ICMS Data Hub). The ICM Management Team would be briefed on this event during the next meeting and the performance measurements presented by the ICM Program Manager for review and analysis.
Scenario #3 Recap:
1. Scenario Management and Leadership
The overall ICM management during Scenario #3 would be provided by the Mn/DOT Arterial Management Operations Team. On-site coordination of the incident response would be managed by the local police agency running the scene incident clearance. On-site coordination of traffic management and recovery would be provided by the Mn/DOT Maintenance Team. The management of freeway systems response to the incident would be led by the RTMC Freeway Operations Team. The closure of the event would be triggered by the local police clearing the event, and then the Mn/DOT Arterial Operations team would manage the incident wrap-up and eventually return all systems to normal.
2. Scenario Impacts on Corridor Goals and Objectives
As a result of the ICM response procedures executed on this morning, the only major delays were experienced by those vehicles immediately behind the crash site or entering eastbound Hwy 55 from access points beyond Hwy 169. In total, most commuters using Hwy 55 altered their routes and arrived at their destinations within their buffer time, with the average delays being 3-5 minutes.
2.9.4 Scenario #4: Minor Transit Incident
A Metro Transit Bus breaks down on the eastbound on-ramp from Louisiana Ave to I-394 blocking all entering traffic on a weekday morning at about 7:30am. The breakdown involves a transmission problem that will not allow the FIRST vehicles to push the transit vehicle out of the lane of traffic.
Figure 20: Scenario 4 Illustration
The transit vehicle on-board AVL communications console relays the alert to dispatchers with a verbal description of the event. The dispatcher immediately dispatches the nearest transit incident response team and a back-up bus from the nearby transit garage, and activates a transfer of the event report to the ICMS Data Hub.
- Almost instantaneously, The ICMS Enhancements to the MTCC send a message to the ICMS Data Hub describing the transit incident (location and expected impacts). Within minutes, the ICMS Enhancements to systems operated by other agencies have acquired the transit incident report from the ICMS Data Hub and operators and dispatchers in each respective agency have seen the event alert at their dispatch console and most have viewed nearby CCTV camera images to view and verify the breakdown.
- RTMC dispatchers dispatch a FIRST vehicle to be positioned on Louisiana Avenue with a portable DMS message that the I-394 on-ramp ahead is blocked. Louisiana Avenue travelers bound for I-394 now continue east on a parallel frontage road to the Xenia/Park Place entrance to eastbound I-394. With the added demand to the Xenia/Park Place entrance ramp to eastbound I-394, an RTMC operator adjusts the ramp meter timing to allow for the addition traffic.
- The City of St. Louis Park traffic group is notified of the ramp closure and the diversion of traffic down the frontage road. The City monitors the situation but traffic volumes displaced by the ramp closure are minor and they determine the signals are handling the additional traffic and no changes are made.
- The ICMS enhancements at SouthWest Transit (ICMS-SWT) have acquired the incident report from the ICMS Data Hub and operators view the report of the stalled vehicle. The report indicates that there are 14 passengers on-board. SouthWest Transit dispatchers identify an inbound vehicle approaching the scene with 20 empty seats and verbally communicate with Metro Transit offering to pick up passengers on the on-ramp. As a result, Metro Transit alters the destination of the back-up vehicle already activated to continue the passenger pick-ups that remained on the stalled vehicle’s routes.
- The eastbound HOT lane of I-394 continues to operate using the congestion pricing scheme that has been in operation since 2004, adjusting prices according to congestion levels in the HOT lane.
- The Metro Transit incident response team clears the vehicle onto the available shoulder and within 30 minutes the on-ramp is reopened.
Scenario #4 Recap:
1. Scenario Management and Leadership
The overall ICM management during Scenario #5 would be provided by the Mn/DOT RTMC Freeway Operations Team. On-site coordination of the incident response would be managed by the Minnesota State Patrol. On-site coordination of traffic management and recovery would be provided by the FIRST vehicle drivers. The closure of the event would be triggered by the State Patrol clearing the event, and then the Mn/DOT Freeway Operations team would manage the incident wrap-up and eventually return all systems to normal. The ICM Management Team would be briefed on this event during the next meeting and the performance measurements presented by the ICM Program Manager for review and analysis.
2. Scenario Impacts on Corridor Goals and Objectives
As a result of the ICM response procedures executed on this morning, the transit riders on-board the stalled vehicle were delayed approximately 10 minutes while they waited and then boarded the SouthWest Transit bus. commuters who typically use the on-ramp experienced approximately 3 minutes of delay using the alternate access via Hwy 100. In total, all commuters arrived within their buffer zone.
2.9.5 Scenario #5: Major Planned Event Scenario – Afternoon Baseball Game
A weekday afternoon Twins game at the new stadium with an estimated 40,000 attendees is seeing all fans leave around 4:30PM following the last out of a baseball game with a 6-5 score.
Figure 21: Scenario 5 Illustration
The close ball game has resulted in most fans remaining until the end of the game, which concludes at approximately the onset of the evening peak period. Roughly 20% of the attendees (8,000 individuals) to the game will now return to the western suburbs using the I-394 Corridor.
- The response to this planned event began early in the morning of the event, when the Metro Transit Control Center sent messages to the ICMS Data Hub with information on park-and-ride availability, and transit trip planning was available on the Metro Transit website.
- Metro Transit has activated two additional temporary park-and-ride lots to support additional parking for event attendees. The ICMS-MTCC System sends reports of these temporary park-and-ride expansions to the ICMS Data Hub. The Mn/DOT Traffic Operations system acquires this information about park-and-ride expansions and automatically updates a Mn/DOT traveler information website describing the additional parking capacity for transit riders.
- Many ball game attendees have phoned 511 or accessed the Internet to understand their travel and parking options for the game.
- Approximately 3000 attendees (1200 vehicles) have opted to park in park-and-ride lots that they were informed had availability, and have ridden transit downtown for an early lunch before the game. Many of these park-and-ride lots are temporary spill over lots that include mall and church parking lots – activated especially for such planned events. As a result of the ICM initiative, not only have parking relationships been established with these facilities, but Metro Transit has arranged shuttle services from these facilities to on-line transit stops, therefore utilizing the existing mainline routes to support the spill over lots.
- Approximately 1,000 attendees purchased their ballgame tickets on-line and were offered free downtown parking for the ballgame if they delayed their return trip home from the game until 2 hours after the game ends (beyond the peak rush hour). These attendees have selected to eat dinner downtown after the game and have printed their coupons for free parking (redeemable when they depart the garages after 6:30PM).
- Approximately 4,000 additional attendees (1,500 vehicles) have parked in the spaces available in and around the ballpark and will depart immediately following the ballgame.
- Finally, as commuters arrive at the ABC garages during this morning, a placard sign as they enter informs them that there is an afternoon Twins game and that volume in the ramps will be heavier than normal immediately following the game, as a result many commuters either will depart early or stay later to avoid the rush.
- As the ballgame concludes, the attendees who are immediately driving home head to their vehicles parked in either the ABC garages or newly built stadium garages. Overhead kiosks display maps of the network are visible while walking through the walkways leading to parking garages, and they quickly observe mostly green highways, indicating that there are no current incidents causing major delays.
- The influx of stadium traffic creates a time slice of approximately 20 minutes where the parking ramp access is heavier than normal. Many commuters have tracked the game on the Internet and have opted not to leave the office until after 5:15 so as to avoid the problEMS.
- The Mn/DOT arterial signals group has developed outbound stadium departure timing plans that are slightly more favorable to the mainline than PM peak plans. At approximately 4:00, in anticipation of the rush hour and the game departure, these plans are implemented, and as a result travel along Hwy 55 is near normal.
Scenario #5 Recap:
1. Scenario Management and Leadership
The overall ICM management during Scenario #5 would be provided by the ICM Management Team. The advanced notice of the incident and the need to activate pricing strategies, additional parking and transit options, and activate advanced plans, requires coordination among many agencies. The ICM Management team will play this role both during the planning (when specific duties will be delegated) and during the post-event recap to assess whether target metrics were reached. The ICM Management Team would be briefed on this event during the next meeting and the performance measurements presented by the ICM Program Manager for review and analysis.
2. Scenario Impacts on Corridor Goals and Objectives
Many attendees to the ballgame are first time or seldom use transit riders, and many of those have made connections to arrive at the game. Throughout their trip home, these riders call 511 or view bus departure/arrival time signs at their stops to understand their connection points and the next departures of their buses.
The unusual daytime game was anticipated and planned for in advance with incentives for parking departure delays and transit rider ship. These strategies have reduced the number of single occupant vehicles traveling to and from the game and alleviated any parking capacity problEMS. Advance notice to commuters and incentives for ball game attendees not to leave immediately has reduced the spike of traffic at the time the game has ended. As a result of these precautionary measures, no operational problEMS occurred and the evening peak period was uneventful.
2.9.6 Scenario #6: Weather Incident Scenario
An unexpected snow storm is starting around 4:00PM on a weekday in the region, with anticipated snow fall of 10 inches over the next 12 hours.
- RTMC dispatchers decide to continue the frequency of 10 minute updates to traffic conditions broadcast on KBEM beyond the commute time. Travelers throughout the corridor may now tune to KBEM to hear a live voice talent reporting traffic problEMS every 10 minutes.
- The freeway lanes are moving slowly as commuters drive cautiously. In anticipation of delays in the general purpose lanes, many Mn/PASS subscribers are selecting the HOT lane, which has a currently pricing level set (automatically) at $1.25 for access to the western-most end of I-394.
- The ICMS Enhancements to the Metro Transit Control Center (ICMS-MTCC) is regularly sending messages to the ICMS Data Hub describing transit travel times and schedule adherence information. Unfortunately, the rapid snowfall rates and diminishing roadway conditions are causing delays across all networks. However, transit riders are able to understand these delays through Internet and 511 accesses to departure times, and as a result many travelers remain indoors until the delayed buses arrive.
- The Mn/DOT Traffic Operations group has entered a report of difficult driving conditions for those portions of freeways within the ICMS Corridor into their reporting system (including a detailed description that I-394 is slick and resulting in slow traffic). These road conditions descriptions are considered events and are sent to the ICMS Data Hub by the ICMS-Traffic Operations System as soon as they are entered. The ICMS-Traffic Operations System also sends freeway travel time, volume, occupancy, speed and other incident and event descriptions.
- The ICMS Data Hub posts the driving condition reports, transit travel times, freeway travel and arterial travel times and traffic volumes received from various systems.
- The ICMS Enhancements to the ABC Garage (ICMS-ABC System) has acquired the incident and event reports from the ICMS Data Hub, including the description of slick conditions and slow traffic on Westbound I-394. The ICMS-ABC System displays the report to garage operators and they make the decision that the slow traffic on I-394 will cause a back-up in the garage and they implement the gate closure system, closing the exit of the parking ramp directly leading to I-394.
- ICMS Enhancements to the Mn/DOT Arterial Signals group (ICMS-Mn/DOT-ASG System) has acquired the incident report and freeway and transit travel time data from the ICMS Data Hub. As a result of the storm, many travelers are opting not to drive the freeways, but instead to take non-mainstream (less than primary) arterials with the hopes of avoiding major congestion. Off-peak signal timings with reactive control are left in place to accommodate the many turning movements not typically observed during peak (flush) movement.
- The entire ICM network is operating with delays as drivers of automobiles and transit vehicles drive at speeds to maintain safe travel. Because of this major incident and overall network delays, the transit signal priority is de-activated and transit vehicles progress at the same rate as other vehicles (mostly because the slow travel has congested the roads so even if signals green phases are extended for a transit vehicle, there is still congestion ahead of the signal).
- A number of automated pushes of information complement the information delivered on 511, the Internet, DMS, parking garage kiosks and Highway Advisory Radio (HAR) systems, and transit bus stop signs. As a result, all travelers have an understanding of how long the commute home will take and the stress level is lessened with this increased knowledge.
Scenario #6 Recap:
1. Scenario Management and Leadership
The overall ICM management during Scenario #6 would be provided by the Mn/DOT RTMC Freeway Operations Team working in close communication with the Mn/DOT Arterial Management Team.
2. Scenario Impacts on Corridor Goals and Objectives
Most commuters who traveled to their employment sites before the snow began experienced substantial delays returning home. However, due to the ICM strategies, the delays were understood and expected. Travelers understood the travel time on their route as well as the parallel route (and therefore did not seek en-route diversions), and for the most part travel home was safe and uneventful.
2.10 Performance Measures
Members of the I-394 ICM initiative have discussed how they will determine the effectiveness of the ICM strategies at meeting the goals and objectives set forth by the stakeholders. A preliminary list of performance measures has been identified. The preliminary performance measures, mapped against the goals and objectives of the I-394 Corridor are described in Table 5.
The collection of data and information to assess the performance measures will primarily be performed by the individual agencies as part of their regular business processes. In some instances, the ICMS will gather, process, and report data to support performance measurements. These specific requirements are described in the System of systems level requirements.