7.0 Transportation Management

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1 7.0 Transportation Management I. Introduction The Kansas City region has invested considerable effort and resources in the design and implementation of its regional multimodal transportation system. As a result of this investment, Kansas City has enjoyed an expansive, safe and reliable network that, when compared to peer cities, has performed at a high level and remained relatively free of traffic congestion 1, when compared to peer cities. However, a different story has begun to emerge in recent years, with issues such as higher-than-average growth rates in levels of vehicular congestion, increased environmental awareness, volatile energy prices, homeland security concerns, limited travel alternatives, and diminishing financial resources challenging the ability of the transportation system to meet the needs of the region. In the Kansas City metropolitan area, transportation decision makers have focused increasingly on the use of transportation management in responding to these challenges. Transportation management is an integrated approach to maximizing the performance and efficiency of the existing transportation system through the implementation of multimodal, intermodal, and often cross-jurisdictional 1 Traffic congestion is a condition on road networks that occurs as use increases, and is characterized by slower speeds, longer trip times, and increased vehicular queueing. systems, services and projects. Transportation management strategies are generally less costly than major capacity improvements and may constitute cost-effective alternatives to major highway and transit capital projects. In addition, transportation management strategies are generally viewed as more environmentally friendly, having positive impacts on airquality and energy consumption when compared with more capital-intensive alternatives. Transportation management strategies include a broad range of activities that generally fall into two categories: Transportation System Management (TSM) and Transportation Demand Management (TDM). TSM strategies are improvements focused on increasing the performance and efficiency of the existing transportation system, such as freeway management, traffic signal coordination, transitsignal priority, ramp metering and high-occupancy vehicle (HOV) lanes. TDM strategies are intended to reduce or shift the demand for travel and include alternative work schedule programs, programs to encourage transit use or carpooling, and telecommunications. Other transportation management strategies include intelligent transportation system (ITS) techniques such as traveler information services, automatic vehicle location, intelligent vehicle technologies, freight

2 management and incident management programs that improve regional coordination and collaboration for more efficient emergency response. At their core, most transportation management strategies are related to the idea of managing congestion through improved system performance of existing transportation resources and have proven to be solid approaches, even when applied on an individual basis. It is clear, however, that a more significant impact can be achieved when are they are implemented as part of a more comprehensive program of improvements. In recognition of this characteristic, the Moving Ahead for Progress in the 21 st Century Act (MAP-21) the most recent authorization of the national surface transportation program continued the use of a Congestion Management Process (CMP), recognizing that congestion management is best addressed by a comprehensive and cooperative process among transportation stakeholders. MARC has developed a CMP to meet the unique needs of the Kansas City metropolitan area. The CMP includes ongoing activities to provide information on the performance of the transportation system and alternative strategies to alleviate congestion and enhance mobility. The CMP emphasizes effective management of existing facilities through the use of travel demand and operational strategies. It also provides valuable input and assessment capabilities to planning efforts such as the Metropolitan Transportation Plan (MTP), the development of the Transportation Improvement Program (TIP), and regional studies of the transportation system at the corridor or activity-center level. In support of the MARC CMP, the Transportation Outlook 2040 Policy Framework establishes a specific system performance/congestion management objective to sustain reliable travel times and minimize travel delay. Figure 7.1 displays the performance measures and thresholds used to measure and define congestion for the purposes of the CMP. Figure 7.1 Congestion Performance Measures Measure Observed to Posted Speed Ratio Travel Time Index (TTI) 2 Volume to Capacity Ratio* Congestion Threshold 50% or less 1.5 or greater 1.2 or greater All projects in Transportation Outlook 2040 were screened through the regional CMP network and all applicants were asked to describe the strategies from the MARC CMP Toolbox, a set of potential congestion reduction and mobility strategies, which were incorporated in the project scope. Priority was given to projects on congested segments of the CMP network and to those that incorporated multiple CMP toolbox strategies. 2 The comprehensive and coordinated approach brought to the area of congestion management by the CMP also characterizes transportation technology investments made in the region. The Regional Intelligent Transportation Systems (ITS) Architecture for the Kansas City metropolitan region is a specific regional framework for documenting and ensuring institutional agreement and technical integration for the implementation of ITS projects in the region. By functionally defining what pieces 2 Travel Time Index is defined as ratio of the average peak period travel time as compared to a free-flow travel time.

3 of the system are linked to others and what information is exchanged between them, the regional ITS architecture supports comprehensive planning and deployment activities as well as the coordination of information and activities that enables efficient and effective operations. Figure 7.2 MARC Congestion Management Network A key element of transportation management in Kansas City is the Kansas City Scout freeway-management system, a cooperative bistate effort led by the Kansas and Missouri departments of transportation. Of the management strategies deployed in the region, Scout is the most comprehensive effort aimed at optimizing the performance of the transportation system. The Scout system manages traffic on more than 100 miles of continuous freeways in the Kansas City metropolitan area, as well as the majority of I-70 between St. Louis, Mo., and the Kansas/Colorado border. Using technology such as cameras, sensors and electronic message boards, Scout monitors the freeway system to automatically detect traffic problems and incidents and quickly relay traffic information to motorists. Scout also uses this information to coordinate more efficient emergency response to incidents and to dispatch regional motorist assist services to help clear roadways, reduce delay, and aid travelers. Scout also recently implemented additional strategies to improve the performance and efficiency of the system. These include a pilot implementation, at the corridor level, of ramp metering along Interstate 435 aimed at reducing congestion by managing freeway access and improving mainline traffic flow. Also, the launch of My KC Scout, an Internet service that provides customized, current information to personal devices such as mobile phones or computers regarding freeway travel, weather, public safety and other critical information impacting the region. A similar system, specific to the freight industry, was also recently deployed.

4 While the Scout system works to manage the freeway system, the region has undertaken an initiative to manage the arterial system as well. Operation Green Light is a cooperative effort among more than 20 local government stakeholders to improve the coordination of traffic signals on major routes throughout the Kansas City area, especially those that cross Figure 7.3 KC Scout Network city and state boundaries. This coordination helps reduce delay, improve traffic flow, reduce emissions that contribute to air pollution and climate change, and improve incident response. While the initial phase of the project includes over 600 traffic signals, the project eventually will include over 1,500 signals throughout the region, and is expected to be integrated with the Kansas City Scout freeway-management system to provide comprehensive traffic management and incident-response capabilities. Additionally, several local jurisdictions maintain arterial traffic management centers that are integrated with Operation Green Light and extend similar benefits to the local arterial network. The Kansas City region has used its strong transportation infrastructure to help establish it as a center for freightrelated business over the last several decades. Improving the performance and efficiency of the regional transportation system is an important element in sustaining this momentum and increasing the region s presence in the freight industry. To add to the benefits of both the Scout and Operation Green Light systems, two important freight-related technology deployment projects, the Trade Data Exchange (TDE) and the Cross-Town Improvement Project (C-TIP), have been implemented. The TDE provides real-time cargo visibility and security while increasing efficiency in the supply chain. C-TIP coordinates cross-town truck traffic to reduce empty truck movements between intermodal terminals in the Kansas City area through the tracking of intermodal assets and wireless distribution of information to truckers. In addition to the supply chain and congestion-reducing benefits of C-TIP, the project also provides environmental benefits through reduced emissions from freight traffic in the region.

5 Public transportation is another area where transportation management can play a vital role. Both the Kansas City Area Transportation Authority (KCATA) and Johnson County Transit (JCT) have invested in automatic vehicle locator (AVL) systems. These systems provide a backbone from which other technologies and strategies can be deployed by providing realtime information on the location and schedule adherence of transit vehicles. Using this information, transit providers in the region have implemented the use of real-time information signs to provide next-bus information for vehicles in their systems and are actively pursuing improvements to their internet and mobile technology services to provide additional enhancements to traveler information. In addition to technological improvements, the use of bus-on-shoulder operations has also been implemented on some routes to improve transit service during congested conditions. These improvements work to improve the user experience and reduce the delay experienced by transit riders while also increasing the attractiveness of transit as an alternative to travel by automobile. As mentioned previously, transportation management also focuses on strategies to improve performance through the management of transportation demand (TDM). As the central TDM element in the Kansas City area, the MARC RideShare program offers assistance and information to individuals and employers about efficient and affordable commuting alternatives such as carpooling and vanpooling, transit, and flexible work schedules. These efforts result in increased vehicle occupancy, reductions in the system demand, reduced vehicle emissions and lower amounts of vehicle miles driven. 3 Figure 7.4 Operation Greenlight Network Routes 3 Participants in the 2014 Green Commute Challenge reported reducing vehicle miles driven by 528,202 and preventing 380,185 pounds of emissions. More information can be found at Challenge/FAQs

6 Additionally, the program manages a Guaranteed Ride Home service that provides commuters with transportation in the event of an emergency. The service removes a major obstacle for many commuters who would like to utilize these options. Another approach to reducing demand is the use of highoccupancy-vehicle (HOV) and managed-lane facilities. These strategies can lessen congestion while increasing the amount of persons moved during peak-hour traffic. Benefits produced by HOV strategies are similar in nature to other TDM efforts and can be increased by combining them with transit and ridesharing programs to provide a more comprehensive approach. information about work zones, traffic incidents, weather, mode choices and other issues on the regional transportation system. By helping travelers identify their best transportation alternatives and avoid congestion and incidents, 511 systems can make significant improvements in system performance and safety. Historically, the feasibility of implementing HOV lanes has been considered at a corridor level rather than at the regional level. However, with renewed interest in maintaining our existing system and the impact of energy prices on commuting patterns, MARC completed a regional study 1 in 2009 to enhance the understanding of a potential regional approach to HOV and managed lanes. The study included a number of recommendations about beneficial incremental improvements that have been or are in the process of being implemented in the region, such as transit bus on shoulder operations, and expansion of Kansas City Scout to all major freeways. The study also documented the feasibility of a regional approach to HOV, managed lanes, and consideration of various pricing strategies. Stakeholders in the Kansas City area also are proceeding with the implementation of a regional 511 traveler information system. 511 traveler information systems can integrate

7 II. Needs Analysis In the short term, the needs focus on addressing existing problems, including efficiently and quickly responding to incidents on the freeway and arterial systems in Kansas City, which account for a significant amount of the congestion in the area. Through continued investment in and integration between the KC Scout, Operation Greenlight, and local arterial management systems, the region can gain the benefit of quicker identification of incidents, enhanced traveler information, and the ability to provide for better use of the arterial system as diversion routes. Additionally, the expansion of existing motorist assist programs and the implementation of integrated corridor management have the potential to greatly reduce the congestion related to incidents. A newer strategy puts all of these elements together to manage corridors rather than larger, more individualized networks. Through Integrated Corridor Management (ICM), various institutional partner agencies manage the transportation corridor as a system-rather than the more traditional approach of managing individual assets. 4 They manage the corridor as an integrated asset in order to improve travel time reliability and predictability, help manage congestion and empower travelers through better information and more choices. Kansas City has a number of potential candidates for an ICM approach as noted in Table Please see for more information regarding Integrated Corridor Management. Managing the demand on the regional transportation system can help maximize the investments already made in the transportation system. For example, increased vehicle Figure 7.5 Potential ICM Corridors Route Limits I-70 Downtown to I-470 I-35 Edgerton to 7 th St I-435/I-470 K-10 to US-50 occupancy results in more people traveling in fewer vehicles; resulting in a transportation network being able to handle more passenger travel. Fewer vehicles on the road also mean fewer emissions per passenger. Additionally, a higher vehicle occupancy rate suggests a more affordable transportation system since ride sharing is typically cheaper than driving alone. Investments that encourage the use of carpooling and vanpooling can have significant influence on system operations. Additional gains can be made in reducing the demand on the system as a whole through investments that increase the attractiveness of public transportation. Through the expansion of existing transit signal priority systems, the introduction of automatic fare collection, and enhanced traveler information, the on-board experience and on-time performance of transit can be improved resulting in greater ridership, reduced transportation system demand, and reduced emissions.

8 Focusing on longer term needs is generally a more proactive approach by first preventing and then addressing potential problems. As the region continues to grow, expansion of the KC Scout and Operation Greenlight systems to encompass the entire metropolitan area, and the deployment of programs, technologies and facilities which would provide alternatives to single occupant vehicles represent long term strategies to address system management.

9 Accessibility Climate Change & Energy Use Economic Vitality Environment Place Making Public Health Safety & Security System Condition System Performance III. Strategies Transportation Management Strategies Relationship to Transportation Outlook 2040 Policy Goals STRATEGIES Maintain and expand the Operation Greenlight and local jurisdiction arterial management system programs Maintain and expand the Kansas City Scout freeway management system program Study and deploy Integrated Corridor Management (ICM) where appropriate Study and deploy Regulatory and/or pricing strategies (HOV/HOT, Ramp Metering) where appropriate X X X X X X X X X X X X X X X X X Develop and maintain incident management plans X X X Maintain and enhance the regional 511 system X X X X Update and maintain the Regional ITS Architecture X X X X X Support place making initiatives X X X X X X Expand transit signal priority programs X X X X X X Enhance and expand traveler information content and availabilty X X X Implement Automatic Fare Collection for transit X X X X X Increase the use of bicycle/pedestrian detection systems at intersections X X X X X Maintain and expand the Rideshare & Vanpool programs X X X

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