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2012 ITS-NY NINETEENTH ANNUAL MEETING June 7 – 8, 2012; Saratoga Springs, NY
Efficiency and ITS Thursday, June 7, 2012 3:30 Panel 3: Adaptive Signal Control Systems Panel Moderator: Steven Levine “Mid-Town in Motion,”Dr. Mohamad Talas, New York City Department of Transportation
“White Plains Implementation,” Tom Soyk, Commissioner of Traffic/City of White Plains, New York “Overview of What New York State is Doing with Adaptive Signal Control,” Guillermo Ramos, NYSDOT “FHWA’s Domestic Scan on Regional Traffic Signal Operations Management,” Michael Schauer, FHWA NY Div.
Mohamad Talas, PE. PTOE. PhD
Midtown in Motion Decongesting Traffic in the Midtown Core
Second – Sixth Avenues; 42nd – 57th Streets
2
• Cutting edge technology to detect and respond
to fluctuating traffic conditions
• Advanced control on avenues approaching
midtown core
• Targeted signal timing adjustments to address
localized congestion and reduce delays
• Public access to real-time traffic data for “App”
developers and others
Midtown in Motion Overview
3
Deployed Reader (23*)
Planned Reader (Post Construction) (3)
Midtown Core Limits
E-ZPass Readers (26)
• Travel time between readers recorded
• E-ZPass tag ID encoded into random number for anonymity of motorist
* Readers also deployed at 34th Street and 9th Avenue.
E 57 ST W 57 ST
W 49 ST E 49 ST
W 42 ST E 42 ST
W 34 ST E 34 ST
E 72 ST
7 A
V
5 A
V
6 A
V
MA
DIS
ON
AV
2 A
V
3 A
V
PA
RK
AV
LE
XIN
GT
ON
AV
1 A
V
YO
RK
AV
Feb 28, 2011 4
Microwave Sensors (100)
4
Microwave Sensor
Midtown Core Limits
• Measures traffic volume
and queues at mid-block
locations
5
Camera
Midtown Core Limits
Cameras (32)
E 57 ST W 57 ST
W 49 ST E 49 ST
W 42 ST E 42 ST
W 34 ST E 34 ST
E 72 ST
7 A
V
5 A
V
6 A
V
MA
DIS
ON
AV
2 A
V
3 A
V
PA
RK
AV
LE
XIN
GT
ON
AV
1 A
V
YO
RK
AV
• Observes real-time traffic conditions
6
E 57 ST W 57 ST
W 49 ST E 49 ST
W 42 ST E 42 ST
5 A
V
6 A
V
2 A
V
3 A
V
Advanced Solid-State Controllers
Midtown Core Limits
• Remotely adjusts signal
timing via the Traffic
Management Center
* Twelve ASTCs to be installed pending Park Avenue construction
Advanced Solid-State Traffic Controllers (115*)
MA
DIS
ON
AV
PA
RK
AV
LE
XIN
GT
ON
AV
7
Microwave Sensor
E-ZPass Reader
Camera
NYCWiN
Adaptive Traffic Signal Control
DOT Traffic
Management Center
ASTC Controller
Traffic Signal Progression Avenues/One Way Operation (1966)
Cross
Street
Traffic Flow
Avenue
Cross
Street
Cross
Street
Cross
Street
Pros: Under ideal conditions vehicles traveling at speed limit will continually
encounter green lights at successive intersections
Cons: During periods of heavy congestion, queue of vehicles standing at the
downstream intersection blocks the progress of the arriving platoon 8
Past Traffic Controls
• Vehicular Traffic Control System (VTCS)
(Manhattan 1995)
• Time of day signal patterns • Limited ability to respond to incidents, special
events and fluctuating traffic demand
• Inability to address “oversaturated” conditions
The DOT currently uses several forms of communication to control the traffic signals. In 1995, the agency completed a massive VTCS project in the
borough of Manhattan which brought all 2700 traffic signals under computer control. The traffic signals communicate with the TMC via an agency owned
and operated coaxial cable plant.
Employing the VTCS, traffic engineers are able to monitor and modify the operation all traffic signals within the borough.
Prior to the initiation of this project, the remaining four boroughs the agency employed a leased twisted pair phone line to communication with the 3300
traffic signals under computer control. Each traffic signal under computer control has a dedicated copper twisted pair that originates at the agency’s TMC
then transferring through various telephone switching stations and terminating at the local traffic signal controller.
Until this past year, the agency paid over $5,000,000 a year in phone bills related to the operation of our traffic signals.
In addition to the high operating costs, the conversion to wireless communication was also participated by the degrading reliability of the hard wired
system. Over the past several years the reliability of the communications via the leased phone line system has significantly diminished as illustrated in the
graph below. The inability to communicate with the traffic signals on a real-time basis causes significant impacts for the agency including:
• Unable to remotely monitor signals for proper operation
• Can not remotely modify traffic signal timings in cases of emergency
• Increased traffic congestion due to “un-coordinated” signals
In addition, to having the need to upgrade our traffic
9
10
Advanced Control of Traffic Signals
Signals in progression
Signals in simultaneous
Midtown Core Limits
• Even distribution and management of traffic entering core
• Appropriate rate of vehicle entries based on traffic conditions, evolving bottlenecks, incidents and unusual roadway conditions
E 77 ST
E 72 ST
E 66 ST
E 57 ST
E 42 ST
E 34 ST
E 27 ST W 27 ST
W 34 ST
W 42 ST
W 57 ST
LE
XIN
GT
ON
AV
5 A
V
6 A
V
MA
DIS
ON
AV
2 A
V
3 A
V
PA
RK
AV
1 A
V
Simultaneous Traffic Signals
Cross
Street
Cross
Street
Cross
Street
Cross
Street
Traffic Flow
Avenue
Pros: Evenly distributes traffic along the corridor
Cons: Vehicles required to stop at regular intervals
11
12
E-ZPass Readers Sample Data
6 AM 12 PM 6 PM
Lexington Ave – Southbound - E. 57th to E. 42nd Streets
April 1, 2011
TR
AV
EL
TIM
E (
se
co
nd
s)
12 AM 12 AM
0
180
360
540
720
12:00:00 AM 2:24:00 AM 4:48:00 AM 7:12:00 AM 9:36:00 AM 12:00:00 PM 2:24:00 PM 4:48:00 PM 7:12:00 PM 9:36:00 PM 12:00:00 AM
Trav
el T
ime
(se
c)
Time
Travel Time: Lex 57 to 49 St2/11/11 Friday
50th percentile 0-stop 2-stops 4-stops
Decision Interval = 6 minData Look Back Interval = 15 min
4
2
0
Base Plan AC1
AC2
AC1
Base Plan
stops
stops
stops
13
Sample Decision Support Stages
(0.5 mph)
(2.7 mph)
(4 mph)
(8 mph)
Sample Comparison of Travel Times
Lexington Ave – 57th to 49th Streets
February 15st vs. February 22nd, 2011
Pre-Existing (Progression Only)
Moderate Access Control: Progression in Core, Simultaneous Upstream of Core (8AM – 8PM)
14
Comparison of Travel Times
Lexington Ave – 57th to 49th Streets
15
PRE AC PLAN AC BASE PLAN
AC BASE PLAN AC BASE PLAN
Sample Occupancy (Volume/Queues)
10% Occupancy
0%
10%
20%
30%
40%
50%
60%
16
51
52
53
54
55
56
57
58
59
60
61
Sensor Occupancy
Phase Signal Timing
Sample Occupancy (Volume/Queues)
30% Occupancy
0%
10%
20%
30%
40%
50%
60%
17
51
52
53
54
55
56
57
58
59
60
61
Sensor Occupancy
Phase Signal Timing
Sample Occupancy (Volume/Queues)
50% Occupancy
0%
10%
20%
30%
40%
50%
60%
18
51
52
53
54
55
56
57
58
59
60
61Phase Signal Timing
Sensor Occupancy
19
Split Phase Signal (23) THRU Street
Pending Split Phase Signal with Restored Crosswalk (3)
Midtown Core Limits
Crosstown Street Improvements
• Separates through vehicles from turning
vehicles
• Reduces conflicts between turning
vehicles and pedestrians
SPLIT PHASE SIGNALS
30 additional intersections with turn lanes
20
Program Assessment Metrics
• Vehicle speed (E-ZPass Readers/Taxi GPS)
• Vehicle delay and queues (Microwave
sensors)
• Vehicle volume (ATR) • Entering/Within/Leaving Core
21
Current Action (Phase 2)
• Expansion OF MIM EAST, West and South
• Install ASTCs throughout Manhattan
22
Team Recognition
• FHWA, NYSERDA
• KLD Associate
• Transcore
• Peek Traffic
• Image Sensing System
• Thank You
1 1
Adaptive Signal Control for the
City of White Plains
Tom Soyk (City of White Plains)
Joseph Soryal (TransCore ITS, LLC.)
June 07, 2012
2012 ITS-NY NINETEENTH ANNUAL MEETING
Saratoga Springs
Adaptive Signal Control Session
2 2
Project Team and Roles
• NYSERDA: Main funding agency and the
Project Manager
• NYSDOT: Co-Project Manager
• The City of White Plains: Hosted the
system – Traffic Planning - Construction
• TransCore: System Designer/Integrator
3 3
Tarrytown Rd. – White Plains, NY
4 4
Project Motivation
• Tarrytown Road, a major arterial in the City of White
Plains, is a primary route for commuter access to and from
Downtown White Plains and carries approximately 50,000
– 60,000 vehicles daily.
• It experiences traffic surges due to significant downtown
retail activity including 6 major downtown malls / retail
centers and events at the adjacent Westchester County
Center (3000 seat arena).
• It becomes the primary route for traffic diverted from I-287
when an incident occurs.
5 5
Project Goals
• Deploy an adaptive intelligent transportation system that
manages and optimizes the signal timing parameters on a
cycle-by-cycle basis to achieve the following:
– Reduce the Travel Time along Tarrytown Rd. – from I-287 to the
entrance of the downtown area.
– Reduce the number of stops.
– Adapt the traffic patterns automatically to respond to incidents and
atypical daily patterns (i.e., holidays)
6 6
Benefits
1. Enhances the quality of life and increases the safety for the
commuters by:
– Reducing the Traffic Congestion.
– Reducing the number of stops for vehicles, and queue lengths.
Reductions in vehicle stops have been shown to be highly
correlated with reductions in rear end crashes, thus providing a
safety benefit from the SCATS deployment.
– Reducing the Intersections Delay.
7 7
Benefits (Cont.)
2. Environmentally friendly :
– Reducing the Greenhouse Gas Emissions. Carbon intensity is the
ratio of carbon emissions to economic activity, while
transportation carbon intensity refers specifically to transportation
activity. Carbon intensity or "greenhouse gas intensity" was the
measure of emissions used in the proposed U.S. Clear Skies Act,
which pledged to cut greenhouse gas intensity 18% by 2012.
– Reducing the Fuel Consumption along the corridor.
– Reducing pollutants.
8 8
Benefits (Cont.)
3. Introduces new technology to the State of New York:
– The Traffic Adaptive System (SCATS) has been deployed in New
York State for the first time. The most proven adaptive traffic
system with the longest history of field deployment is the Sydney
Coordinated Adaptive Traffic System (SCATS) which has been
deployed across the United States and around the world. SCATS
is an advanced off-the-shelf software product that requires no
software development, has been operational for over 30 years and
currently controls over 28,000 intersections worldwide.
9 9
Funding
- NYSERDA (The New York State Energy Research and
Development Authority) funded 70% of the project
- The City of White Plains funded 30% of the project as cost
sharing which included traffic engineering design, and
procure and install equipment.
10 10
Technology Used
• Adaptive System: SCATS
• Traffic Controllers: Econolite 2070
• Detections: Existing loop detectors and
magneto-resistive wireless sensors
• Communications: Existing copper – IP
over Copper Ethernet Switches
11 11
Before & After Study • Data was collected manually
• 12 runs* were conducted in each direction
for three periods:
– AM Peak
– Lunch Time
– PM Peak
• Two Parameters (Travel Time – Number of
Stops)
* As per FHWA Handbook “TRAVEL TIME DATA COLLECTION HANDBOOK”
12 12
Results
Morning:
• TT is improved by 17% for Inbound – Number of stops is decreased
by 25% for Inbound.
Mid-day
• TT is improved 18.9% for Outbound – Number of stops is decreased
by 32% for Inbound.
Afternoon
• Number of stops is decreased by 30% for Inbound and by 23% for
outbound.
13 13
SCATS Background
• Sydney Coordinated Adaptive Traffic
System (SCATS)
• The Roads & Traffic Authority (RTA) of
New South Wales – Developer & Primary User of SCATS
• Extensive User Base – Effective, Mature, Practical System
– Continued innovation through user group involvement
14 14
SCATS Adaptive vs. TOD
15 15
SCATS Applications
16 16
SCATS Objectives
• Select cycle length, splits and offsets to
achieve
– Minimum stops with light demand
– Minimum delay with normal demand
– Maximum throughput with heavy demand
17 17
SCATS Features • Real-time information
18 18
SCATS Features
• Real-time alarm monitoring
19 19
SCATS Features • Real-time time-space diagrams
20 20
SCATS Features • Historical reports
– Traffic Counts
– Phase Times
– Degrees of Saturation
21 21
SCATS System Architecture
Central
Management
System
Regional
Computer
Regional
Computer
Regional
Computer
Regional
Computer
Regional
Computer
Management
Functions
Strategic
Traffic
Control
Traffic Controllers -
Tactical Traffic Control
1 to 64
up to 250 per
Regional Computer
22 22
Typical Detector Layout
Any type of
sensors
providing
presence
detection at
stop bar
23 23
SCATS Detectors
• SCATS operates by looking at “space”
between vehicles (headway)
– Number of spaces
– Total space time during each green phase of
each cycle
Loop Space Time (secs)
24 24
SCATS Operations
• Not model based
• Relies on incremental feedback
• A distributed system
• Critical intersections nominated through
data and can be easily changed
• Responds quickly and accurately
25 25
SCATS Operations
• Network divided into sub-regions
• Can change regional boundaries of
“marriages” and “divorces”
– Marriages, two adjacent regions adopt the same
common cycle length.
• Allocates future green time based on green
time used
26 26
SCATS Operation Modes • Masterlink Mode
– Traffic-adaptive mode
• Flexilink Mode
– Time-of-Day
• Isolated Mode
– Vehicle-actuated (Free) operation
• Master Isolated Mode
– Vehicle-actuated with SCATS calculated splits
• Flash
27 27
Cycle Length
• Automatically calculated
to try to maintain Degree
of Saturation around 90%
on the lane with the
highest DS
• Lower and upper limits
are user definable
(20 secs to 240 secs)
• Can vary by up to 21
seconds per cycle –
usually only 2 to 5
seconds
Splits
• Varied automatically
within constraints.
• Tries to maintain equal
Degree of Saturation on
competing approaches.
• Minimums are user
definable.
• Maximums are limited
by cycle length and
minimum requirements
of other phases.
Offset
• The best offsets are
selected for the
high flow
movements.
• Preset offset plans
automatically vary
to compensate for
varying cycle
lengths.
• Directional bias
based on measured
flows.
28 28
Linking
• Intersections can "marry" or "divorce " with each
other
• Married intersections operate with the same cycle
length
• Intersections marry:
– when their cycle lengths are within 10 sec or
– when one-way volume exceeds a configured threshold
or
– when a “forced” / continuous “marriage” is required
29 29
Pedestrian
• All safety timings are handled in the
controller - SCATS can never violate safety
timings.
• Special functions can be configured and
triggered.
– Place walk recalls on automatically
– Lengthen phase split time for walks
automatically
– Raise cycle length to account for pedestrian
traffic
30 30
Contacts • Tom Soyk
– 914-422-1315
• Joseph Soryal
– 212-629-8380
June 7, 2012
Guillermo Ramos
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Time of Day
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veh
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r)
Design Period
• Fixed Time
• Free Operation (semi-actuated or fully actuated)
• Time Based Coordination (TBC)
• Closed Loop System - Time of Day (TOD)
• Traffic Responsive Plan Selection (TRPS)
• Traffic Adaptive System
• Use real-time traffic information (data collection)
• Process data (evaluate data and develops
timing plans)
• Implement timing plans
• Process repeats constantly (minutes)
• No need to periodically update signal timing
• Reduced Delays, stops, fuel consumption
• Improved Travel Times (10 to 50%)
• Quick and smooth traffic flow
• Improved Quality of Service for travelers
• InSync – Rhythm Engineering
• ACS Lite – Siemens
Goal: Demonstrate the benefits of Adaptive
Systems
• A real-time adaptive traffic control system
• Relies on a video detection system.
• Analyzes queue length to automatically optimize signal
timings
• Project sponsored by NYSERDA and NYSDOT
• Started in 2009. Deployed early February 2011
• At nine (9) intersections on Route 454 in Long Island, NY
• Within a 2.5 mile corridor
• 36 IP cameras
• 9 processors
• VPN connection
• NYSDOT provided original Synchro files /phasing information
• Installation, configuration and activation by Consultants
and State staff
• Activated on February 17, 2011
• Hardware failures
• Traffic flow benefits at some periods and none at others
• Overall 4% improvement in Travel Time
• Negative feedback from public
• System active for a few months
• Looking for another location upstate NY
• Corridor has saturated conditions during peak
hours?
• Need to educate drivers?
• Hardware issues?
• Software issues?
• A real-time adaptive traffic control system
• Uses a wireless detection system
• Designed for small systems
• FHWA initiative
• Project sponsored by NYSDOT in partnership with UTRC and RPI
• Funding approved on Dec 2010. Project in progress
• At nine (9) intersections on Wolf Road, in Albany, NY
• Within a 2.5 mile corridor
• 1 Processors
• VPN connection
• 180 wireless detectors
• 12 Repeaters and four (4) access points to support a Travel Time System
• NYSDOT will provide original Synchro files /phasing information
FIGURE 1 MAP OF DEPLOYMENT LOCATIONS
Wolf Rd. at NYSDOT / Colonie Center Mall
Wolf Rd. at Sand Creek Road
Wolf Rd. at Computer Drive
Wolf Rd. at Metro Park Road
Wolf Rd. at Marcus Blvd.
Wolf Rd. at I-87 exit 4 off ramp
Wolf Rd. at Albany Shaker Road and I-87 on-ramp
Wolf Rd. at Albany Shaker Road
Wolf Rd. at Colonie Center Mall
Results from NCHRP 20-68A
US Domestic Scan 07-04
Best Practices in Regional, Multi-Agency
Traffic Signal Operations Management
NCHRP 20-68A: US Domestic Scan
Program was requested by AASHTO and funded through
NCHRP
Address technical topic of broad interest to many state
departments of transportation
The purpose of each scan is to accelerate innovation by:
Facilitating information sharing and technology exchange
Identifying actionable items of common interest.
Elements of Regional Traffic Signal
Operations Coordination of traffic signal operations across multiple
jurisdictions
Regional forum
Communication systems upgrades/expansion
Replacement of traffic signal control equipment
Identification of corridors of regional significance
Equitable distribution of resources
Deployment of advance control concepts
Consistent signal timing parameters
Improvement of base knowledge levels
Outreach to decision-makers and general public
Scan Workshop
“Reverse” scan --
participating agencies in
single location
Workshop format
Peer-to-peer exchange
Open discussion
November 7th -9th 2011 in
Anaheim, California
Scan Team & Participants
Participating Scan Agencies
Scope of Domestic Scan
Examine the components of cooperative
agreements
Examine benefits of regionalizing traffic signal
coordination
Examine how programs share resources to
provide for consistent operations of traffic signals
Examine certification and training needs
Explore funding mechanisms
Identify technical and institutional challenges
Goals and Objectives Common to
Programs
Managing from a regional perspective
Providing funding and resources
Upgrading hardware and communications infrastructure
Providing base-level of functionality
Installing basic coordination schemes
Maximizing operational performance through real-time
adjustments of equipment and personnel
Institutional Arrangements and
Agreements
Types and content of agreements
Formal agreements
“Handshake” agreements
Need for agreements dependent upon
Goals and objectives
Individual relationships
Knowledge, skills, and abilities
Defined by concept of operations
“Highjack” program development
Simplify agreements
Structure and Governance
Wide variety of program structures and
governance exists
Knowledge, skills, and abilities (KSAs)
Level of participation
“Adaptability”
External influences
Funding
Common funding sources
CMAQ (3 year limit on ops)
STP
Special sales tax
Diversify funding
Strategic partnerships
Construction
Community investment districts and development
corporations
Increase awareness
Systems Operation
Dependent on KSA of stakeholders and local
equipment
Base signal timing parameters
Development of regional coordination timing
plans
Regional traffic management center
System Maintenance
Responsibilities
Signal street infrastructure local
Coordination timing and devices,
communications infrastructure,
software regional
Resource-sharing
“Base” level of operational
performance
Standardization increases
operational flexibility
Performance Measures
Levels of measures:
Operations-level
Project-level
Program-level
Funding dictates measure
Relate to long-range
objectives
Helps to sell future
projects
Training
Training provided Traffic signal concepts
Signal optimization tools
Planning for operations
New Technologies
IT/communications
Financial and job promotion
incentives
FHWA’s National Traffic Signal
Training Curriculum
Lessons Learned
Have a champion
Have clearly identified, relatable, and attainable
goals and objectives
Obtain buy-in and political support at all levels
Provide clear and consistent outreach
Track program performance and effectiveness
Identify a dedicated and stable funding source.
Recommendations for AASHTO and
FHWA
“Institutionalize” regional traffic signal operations
Identify secure funding stream
Increase awareness FHWA’s Regional Traffic Signal Reviews
Develop benefits video
Involve national stakeholder community
Continue peer-to-peer exchanges
