Regional Operations Forum: Pre-Phase

1. Regional Operations Forum:Pre-Phase THIS WEBINAR WILL BE RECORDED Hosted by the Tennessee Department of Transportation XXX, XX, 2018

2. Agenda • Welcome • Introductions • What is a Regional Operations Forum? • What is TSMO & Why is it Important? • Capability & Maturity Model • What to expect in Knoxville THIS WEBINAR WILL BE RECORDED

3. Welcome Commish Video

4. Introductions • Whos • Participant disciplines • Traffic engineering, Operations, Project Development, Planning, Local Municipalities, Tennessee Highway Patrol

5. Introductions • Name • Title • One thing you want to learn from the ROF

6. What is TSMO? “TSMO is a concerted and proactive effort to operate the system at its highest and best capacity. It rests on a framework formed by the intersection of road weather management, traffic control, traffic incident management, and work zone management, and touches almost everything we do–from design, to field maintenance, to how we clear crashes and obstructions, and to how we help stranded motorists. TSMO is an essential part of delivering safe mobility, and when done well it reduces crashes and increases flow and capacity without adding lane miles of roads.” - Mark Lowe, IADOT Director

7. What is TSMO? TSMO includes strategies such as: • Traffic detection and surveillance • Corridor management • Freeway management • Arterial management • Active transportation and demand management • Work zone management • Emergency management • Traveler information • Congestion pricing • Parking management • Automated enforcement • Incident management • Commercial vehicle operations • Freight management • Coordination of highway, rail, transit, bicycle, and pedestrian operations

8. Strategies to Support TSMO-related Goals Incident management can minimize secondary crashes Road weather management can better prepare travelers during inclement weather

9. Ways States Describe TSMO • Optimizing the use of existing facilities • Maximizing performance of the system • Buying the most mobility for the least cost • Treating capacity as an asset to manage • Getting you there – people and goods • Targeted solutions to congestion causes • Complement to capacity projects • Flexible approaches to match demand to supply

10. What is TSMO? • Represents a different approach for agencies that were formed to design and construct roads and bridges. • Requires a transformation of the knowledge and skills to think differently.

11. Why is TSMO important?

12. The Mobility Problem Source: USDOT, Highway Statistics 2015

13. Two Types of Congestion • Recurrent (recurring) • Congestion that occurs repeatedly and predictably on a given roadway or roadway system • Non-recurrent (non-recurring) • Congestion that has not been predicted and which may occur unexpectedly Source: MnDOT

14. Many Differences Between Two Types of Congestion • Different causes • Recurrent: Commuters, major traffic generators, inadequate capacity • Non-recurrent: Incidents, construction, weather, special events • Different strategies • Recurrent: Time-of-day controls (signals, ramp metering, reversible lanes) • Non-recurrent: Adaptive controls, incident response • Different performance measures • Recurrent: Travel time, delay • Non-recurrent: Travel time reliability, incident duration

15. Causes of Congestion Source: FHWA and WSP USA The majority of delays are caused by non-recurrent events

16. Transportation Safety Source: FHWA The number of crashes can be reduced by clearing incidents more quickly, managing work zones and disseminating incident information.

17. Reliability • System Reliability – Improving efficiency of the transportation system • Travel Time Reliability - Measures the extent of unexpected delay How traffic conditions have been communicated What travelers experienced What they remember Annual average Travel time Travel time Travel times vary greatly day-to-day Source: FHWA Jan Jul Dec Jan Jul Dec

18. Why is TSMO important? • Level-of-service has significantly deteriorated over the last 20 years • Recurring congestion has continued to increase, while increasing capacity is constrained by cost and impacts • As roadways reach high volumes, they become increasingly sensitive to non-recurrent events – responsible for majority of delay and resulting unreliability

19. Why Doesn’t TSMO Get More Attention? • Construction culture – TSMO represents a different and complementary approach • Construction has greater visibility and localized impact • Highway industry lobbying • Deteriorating physical condition of infrastructure • Existing construction and maintenance-oriented agency staff

20. Bottom Line… • TSMO is not a panacea • It should be considered as either an alternative or a supplement to the addition of new capacity • It is an important tool for addressing non-recurring congestion • TSMO strategies can often be implemented more rapidly and at lower cost than new construction making them candidates for interim solutions

21. Evolution of TSMO Strategies Integrated Systems Smart Systems The Future The Present Conventional Systems Traffic Signals Ramp Metering Incident Clearance Adaptive Signals Adaptive Metering Incident Management Social Media Crowd Sourcing Cloud Computing Connected Vehicle Smart Cities ICM ATM EPS

22. TSMO Capability and Maturity • In order to effectively implement TSMO strategies, agencies must have a core set of capabilities Source: Ikea

23. Six Key Dimensions of TSMO Capability • Business Processes Scoping, planning, programming and budgeting • Systems and Technology Systems engineering, architecture, interoperability, and standardization • Performance Management Measures definition, data acquisition, and utilization

24. Six Key Dimensions of TSMO Capability • Culture Technical understanding, leadership, outreach, and program legal authority • Organization and Workforce Programmatic status, organizational structure, staff development, recruitment and retention • Collaboration Relationships with public safety agencies, local governments, MPOs and private sector

25. Assessing an Agency’s TSMO Capability • Various levels of maturity among six dimensions of capability • Capability Maturity Model (CMM) is a management tool designed to guide improvement in the effectiveness of TSMO as a program on a continuous, evolutionary basis

26. Capability Maturity Model Level 1 – largely ad hoc and substantially outside mainstream of other DOT activities Level 2 – Basic strategy applications understood but limited internal accountability and uneven alignment with external partners Level 3 – Standardized strategy applications implemented in priority context and managed for performance Level 4 – TSMO as full, sustainable core DOT program priority

27. Homework Assignment…. TSMO Guidance Evaluation • Assessment with suggested actions to move from one level to next • One-Minute Guidance Evaluation was part of ROLF introductory survey http://www.aashtotsmoguidance.org/one_minute_evaluation/

28. What to Expect In Knoxville • The Regional Operations Forum will: • Introduce you to and/or refresh you on operational strategies • Review benefits of TSMO • We will discuss your current operational issues • We will discuss ways to collaborate and communicate • Help us to assess where we are at today operationally and want to be tomorrow • Look at ways TSMO is impacting other DOTs and their culture • Help us formulate a strategic plan and vision moving forward

29. TSMO Resources • USDOT Organizing and Planning for Operations • ops.fhwa.dot.gov/plan4ops • SHRP2 Reliability Solutions • www.fhwa.dot.gov/goshrp2/Solutions/Reliability/List • National Operations Center of Excellence (NOCoE) • transportationops.org • Developing and Sustaining a TSMO Mission for Your Organization: A Primer for Program Planning • ops.fhwa.dot.gov/publications/fhwahop17017/fhwahop17017.pdf