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["Facility Type","Location","Symptoms","Instance","Concatenate","Strategy","Description","Capital Costs","Operating Costs","Complementary Strategies","Conflicting Strategies","Example Benefit-Cost Ratio","Additional Information","Proven TSM&O Strategy Handout Link"]
["Arterial","Roadway","Work Zone","Recurring",{"$f":"CONCATENATE(A2,B2,C2,D2)","v":"ArterialRoadwayWork ZoneRecurring"},"Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Work Zone","Recurring","ArterialRoadwayWork ZoneRecurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Work Zone","Recurring","ArterialIntersectionWork ZoneRecurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Work Zone","Non-recurring","ArterialRoadwayWork ZoneNon-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Work Zone","Non-recurring","ArterialIntersectionWork ZoneNon-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Intersection","Work Zone","Non-recurring","FreewayIntersectionWork ZoneNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring",{"$f":"CONCATENATE(A66,B66,C66,D66)","v":"FreewayRoadwayWork ZoneNon-recurring"},"Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Work Zone","Recurring","FreewayRoadwayWork ZoneRecurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Interchange","Work Zone","Recurring","FreewayInterchangeWork ZoneRecurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Roadway","Work Zone","Non-recurring","FreewayRoadwayWork ZoneNon-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Work Zone","Non-recurring","FreewayInterchangeWork ZoneNon-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Intersection","Travel-Time Reliability Issues","Recurring","ArterialIntersectionTravel-Time Reliability IssuesRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Intersection","Travel-Time Reliability Issues","Recurring","ArterialIntersectionTravel-Time Reliability IssuesRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Non-recurring","ArterialRegional NetworkTravel-Time Reliability IssuesNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Non-recurring","ArterialRoadwayTravel-Time Reliability IssuesNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Non-recurring","ArterialRegional NetworkTravel-Time Reliability IssuesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Non-recurring","ArterialRoadwayTravel-Time Reliability IssuesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Non-recurring","ArterialRegional NetworkTravel-Time Reliability IssuesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Non-recurring","ArterialRoadwayTravel-Time Reliability IssuesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Non-recurring","ArterialRegional NetworkTravel-Time Reliability IssuesNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Non-recurring","ArterialRoadwayTravel-Time Reliability IssuesNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Non-recurring","ArterialRegional NetworkTravel-Time Reliability IssuesNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Non-recurring","ArterialRoadwayTravel-Time Reliability IssuesNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Regional Network","Travel-Time Reliability Issues","Recurring","ArterialRegional NetworkTravel-Time Reliability IssuesRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","Travel-Time Reliability Issues","Recurring","ArterialRoadwayTravel-Time Reliability IssuesRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Recurring","FreewayRegional NetworkTravel-Time Reliability IssuesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Recurring","FreewayRoadwayTravel-Time Reliability IssuesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Non-recurring","FreewayRegional NetworkTravel-Time Reliability IssuesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Non-recurring","FreewayRoadwayTravel-Time Reliability IssuesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Recurring","FreewayRegional NetworkTravel-Time Reliability IssuesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Recurring","FreewayRoadwayTravel-Time Reliability IssuesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Non-recurring","FreewayRegional NetworkTravel-Time Reliability IssuesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Non-recurring","FreewayRoadwayTravel-Time Reliability IssuesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Non-recurring","FreewayRegional NetworkTravel-Time Reliability IssuesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Non-recurring","FreewayRoadwayTravel-Time Reliability IssuesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Recurring","FreewayRegional NetworkTravel-Time Reliability IssuesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Recurring","FreewayRoadwayTravel-Time Reliability IssuesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Recurring","FreewayRegional NetworkTravel-Time Reliability IssuesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Recurring","FreewayRoadwayTravel-Time Reliability IssuesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Regional Network","Travel-Time Reliability Issues","Non-recurring","FreewayRegional NetworkTravel-Time Reliability IssuesNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Travel-Time Reliability Issues","Non-recurring","FreewayRoadwayTravel-Time Reliability IssuesNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring",{"$f":"CONCATENATE(A130,B130,C130,D130)","v":"ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring"},"Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRegional NetworkTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Poor Trip Planning / Trip Connectivity","Non-recurring","ArterialRoadwayTransit - Poor Trip Planning / Trip ConnectivityNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring",{"$f":"CONCATENATE(A194,B194,C194,D194)","v":"ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring"},"Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Recurring","ArterialRoadwayTransit - Poor Passenger Load FactorRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRegional NetworkTransit - Poor Passenger Load FactorNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Poor Passenger Load Factor","Non-recurring","ArterialRoadwayTransit - Poor Passenger Load FactorNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring",{"$f":"CONCATENATE(A258,B258,C258,D258)","v":"ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring"},"Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Non-recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Regional Network","Transit - Low On-time Arrival Percentage","Recurring","ArterialRegional NetworkTransit - Low On-time Arrival PercentageRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Transit - Low On-time Arrival Percentage","Recurring","ArterialRoadwayTransit - Low On-time Arrival PercentageRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring","ArterialRoadwaySuperstop / People Changing ModesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Superstop / People Changing Modes","Recurring",{"$f":"CONCATENATE(A322,B322,C322,D322)","v":"ArterialRoadwaySuperstop / People Changing ModesRecurring"},"Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","School Zone","Recurring","ArterialRoadwaySchool ZoneRecurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Intersection","School Zone","Recurring","ArterialIntersectionSchool ZoneRecurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Roadway","School Zone","Non-recurring","ArterialRoadwaySchool ZoneNon-recurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Intersection","School Zone","Non-recurring","ArterialIntersectionSchool ZoneNon-recurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","School Bus Stops","Recurring","ArterialRoadwaySchool Bus StopsRecurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Roadway","School Bus Stops","Non-recurring","ArterialRoadwaySchool Bus StopsNon-recurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Roadway","Reckless Speeding (>10% over speed limit)","Recurring",{"$f":"CONCATENATE(A386,B386,C386,D386)","v":"ArterialRoadwayReckless Speeding (>10% over speed limit)Recurring"},"Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","Reckless Speeding (>10% over speed limit)","Recurring","ArterialIntersectionReckless Speeding (>10% over speed limit)Recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Reckless Speeding (>10% over speed limit)","Recurring","ArterialRoadwayReckless Speeding (>10% over speed limit)Recurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Intersection","Reckless Speeding (>10% over speed limit)","Recurring","ArterialIntersectionReckless Speeding (>10% over speed limit)Recurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Roadway","Reckless Speeding (>10% over speed limit)","Recurring","ArterialRoadwayReckless Speeding (>10% over speed limit)Recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Reckless Speeding (>10% over speed limit)","Recurring","ArterialIntersectionReckless Speeding (>10% over speed limit)Recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Highway Rail Intersection","Highway Rail Intersection is the application of advanced technologies to improve safety of at‐grade highway intersections. This strategy incorporates a number of techniques to improve the safety of the interface between the railroad and a highway. For example, an automated enforcement system using sensor technology and high‐resolution CCTV cameras can be used to enforce when the barriers are closed. Vehicle proximity alert systems can also be used to warn drivers about the impending arrival of a train. Positive train separation techniques can also be used to automatically detect obstacles ahead of the train and apply brakes automatically. Variable message signs can also be used to warn drivers that a second train is approaching.\n\nThis particular strategy has specific relevance to the Central Florida region with regards to the new SunRail system that has been constructed through the region and encompasses a considerable number of at‐grade crossings. Unfortunately, SunRail has had some incidents at\ncrossings and the safety of these at grade crossings could be improved by the application of the techniques encompassed by this strategy.","$$","$","Highway Rail Intersection works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Innovative Intersection Design","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/jpodocs/repts_te/13587.html","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Highway Rail Intersection","Highway Rail Intersection is the application of advanced technologies to improve safety of at‐grade highway intersections. This strategy incorporates a number of techniques to improve the safety of the interface between the railroad and a highway. For example, an automated enforcement system using sensor technology and high‐resolution CCTV cameras can be used to enforce when the barriers are closed. Vehicle proximity alert systems can also be used to warn drivers about the impending arrival of a train. Positive train separation techniques can also be used to automatically detect obstacles ahead of the train and apply brakes automatically. Variable message signs can also be used to warn drivers that a second train is approaching.\n\nThis particular strategy has specific relevance to the Central Florida region with regards to the new SunRail system that has been constructed through the region and encompasses a considerable number of at‐grade crossings. Unfortunately, SunRail has had some incidents at\ncrossings and the safety of these at grade crossings could be improved by the application of the techniques encompassed by this strategy.","$$","$","Highway Rail Intersection works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Innovative Intersection Design","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/jpodocs/repts_te/13587.html","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Highway Rail Intersection","Highway Rail Intersection is the application of advanced technologies to improve safety of at‐grade highway intersections. This strategy incorporates a number of techniques to improve the safety of the interface between the railroad and a highway. For example, an automated enforcement system using sensor technology and high‐resolution CCTV cameras can be used to enforce when the barriers are closed. Vehicle proximity alert systems can also be used to warn drivers about the impending arrival of a train. Positive train separation techniques can also be used to automatically detect obstacles ahead of the train and apply brakes automatically. Variable message signs can also be used to warn drivers that a second train is approaching.\n\nThis particular strategy has specific relevance to the Central Florida region with regards to the new SunRail system that has been constructed through the region and encompasses a considerable number of at‐grade crossings. Unfortunately, SunRail has had some incidents at\ncrossings and the safety of these at grade crossings could be improved by the application of the techniques encompassed by this strategy.","$$","$","Highway Rail Intersection works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Innovative Intersection Design","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/jpodocs/repts_te/13587.html","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Highway Rail Intersection","Highway Rail Intersection is the application of advanced technologies to improve safety of at‐grade highway intersections. This strategy incorporates a number of techniques to improve the safety of the interface between the railroad and a highway. For example, an automated enforcement system using sensor technology and high‐resolution CCTV cameras can be used to enforce when the barriers are closed. Vehicle proximity alert systems can also be used to warn drivers about the impending arrival of a train. Positive train separation techniques can also be used to automatically detect obstacles ahead of the train and apply brakes automatically. Variable message signs can also be used to warn drivers that a second train is approaching.\n\nThis particular strategy has specific relevance to the Central Florida region with regards to the new SunRail system that has been constructed through the region and encompasses a considerable number of at‐grade crossings. Unfortunately, SunRail has had some incidents at\ncrossings and the safety of these at grade crossings could be improved by the application of the techniques encompassed by this strategy.","$$","$","Highway Rail Intersection works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Innovative Intersection Design","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/jpodocs/repts_te/13587.html","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Railway / Roadway Conflicts","Non-recurring","ArterialRoadwayRailway / Roadway ConflictsNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Railway / Roadway Conflicts","Non-recurring","ArterialIntersectionRailway / Roadway ConflictsNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysRecurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysRecurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysRecurring","Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","$$$","$$","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysRecurring","Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","$$$","$$","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysRecurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysRecurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Queuing onto Limited Access Roadways","Non-recurring","ArterialRoadwayQueuing onto Limited Access RoadwaysNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Interchange","Queuing onto Limited Access Roadways","Non-recurring","ArterialInterchangeQueuing onto Limited Access RoadwaysNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring",{"$f":"CONCATENATE(A450,B450,C450,D450)","v":"ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring"},"Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Communications/Network Upgrades (Fiber)","Fiber optic cable comes with several benefits over standard copper wiring for ITS infrastructure: extremely high bandwith, data security, resistance to electromagnetic interference, lightweight and smaller size, and low costs compared to copper. As ITS infrastructure improves, information and data will increase dramatically. Upgrading current communications infrastructure to fiber optic will improve the flow of data. This means more CCTVs, bluetooth, and other devices can be incorporated into the roadway network, allowing for improved operations and data collection. ","$$","$","Communications/Network Upgrades (Fiber) support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/design/Training/DesignExpo/2015/presentations/FiberDesignforTrafficSignalsandITSProjectsforDesigners-MikeLubin.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Communications/Network Upgrades (Fiber)","Fiber optic cable comes with several benefits over standard copper wiring for ITS infrastructure: extremely high bandwith, data security, resistance to electromagnetic interference, lightweight and smaller size, and low costs compared to copper. As ITS infrastructure improves, information and data will increase dramatically. Upgrading current communications infrastructure to fiber optic will improve the flow of data. This means more CCTVs, bluetooth, and other devices can be incorporated into the roadway network, allowing for improved operations and data collection. ","$$","$","Communications/Network Upgrades (Fiber) support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/design/Training/DesignExpo/2015/presentations/FiberDesignforTrafficSignalsandITSProjectsforDesigners-MikeLubin.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Communications/Network Upgrades (Fiber)","Fiber optic cable comes with several benefits over standard copper wiring for ITS infrastructure: extremely high bandwith, data security, resistance to electromagnetic interference, lightweight and smaller size, and low costs compared to copper. As ITS infrastructure improves, information and data will increase dramatically. Upgrading current communications infrastructure to fiber optic will improve the flow of data. This means more CCTVs, bluetooth, and other devices can be incorporated into the roadway network, allowing for improved operations and data collection. ","$$","$","Communications/Network Upgrades (Fiber) support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/design/Training/DesignExpo/2015/presentations/FiberDesignforTrafficSignalsandITSProjectsforDesigners-MikeLubin.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Communications/Network Upgrades (Fiber)","Fiber optic cable comes with several benefits over standard copper wiring for ITS infrastructure: extremely high bandwith, data security, resistance to electromagnetic interference, lightweight and smaller size, and low costs compared to copper. As ITS infrastructure improves, information and data will increase dramatically. Upgrading current communications infrastructure to fiber optic will improve the flow of data. This means more CCTVs, bluetooth, and other devices can be incorporated into the roadway network, allowing for improved operations and data collection. ","$$","$","Communications/Network Upgrades (Fiber) support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/design/Training/DesignExpo/2015/presentations/FiberDesignforTrafficSignalsandITSProjectsforDesigners-MikeLubin.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Install Bluetooth","Bluetooth readers provide point‐to‐point travel time information reading vehicle transponders and matching them at the different collection points to calculate a travel time. Bluetooth devices, such as smartphones and many newer vehicles, have a unique media access control (MAC) address which is transmitted short distances. In order to calculate travel time using Bluetooth, roadside Bluetooth readers are implemented at strategic locations along the corridor for which travel times are to be determined. The system works by having an initial Bluetooth reader pick up the MAC address and then a second Bluetooth reader farther along the corridor identify the same MAC address. This information is then processed to calculate the travel time. Bluetooth readers can communicate with their central software using either cellular or Ethernet configurations. The Bluetooth readers can be deployed anywhere along the corridor, but are often placed at existing signalized locations and connected to an Ethernet port on the Ethernet switch in the traffic signal cabinets for data transfer. Another option could be through independent cellular and solar powered locations, which are typically used for mid-block locations or remote intersections. The FDOT’s Approved Products List (APL) currently has three types of Bluetooth readers/vendors; BlueTOAD, BlueMAC, and Iteris.\n\nSince Bluetooth technology has become more widely deployed in recent years, the cost of implementation for field devices is relatively low for the amount of useful data they provide. A disadvantage is that the Bluetooth devices which are being read can be turned off by the owner, making them impossible to read. Another disadvantage is the range of the Bluetooth readers can be limited, leading to missed potential data points. These disadvantages contribute to the low sample size Bluetooth readers collect. Previously, Bluetooth readers were not able to detect Bluetooth devices which had active connections to other Bluetooth devices (i.e., cell phone connected to vehicle), but now they can. Because of this advancement in Bluetooth reader technology, the match percentage is now typically about 15 percent of total vehicles passing the Bluetooth reader. (from Sumter County ATMS Master Plan Phase II)","$$","$","Blueooth installation works well with or supports these strategies:\n-Adaptive Signal Control\n-Communications/Network Upgrades (Fiber)\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption (Emergency Vehicles)","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop13029/ch2.htm\nhttps://ops.fhwa.dot.gov/wz/p2p/pmwkshop053013/shaw/shaw.htm\nhttp://roads.maryland.gov/OPR_Research/MD-12-SP909B4D-Bluetooth-Traffic-Detectors_Report.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Install Bluetooth","Bluetooth readers provide point‐to‐point travel time information reading vehicle transponders and matching them at the different collection points to calculate a travel time. Bluetooth devices, such as smartphones and many newer vehicles, have a unique media access control (MAC) address which is transmitted short distances. In order to calculate travel time using Bluetooth, roadside Bluetooth readers are implemented at strategic locations along the corridor for which travel times are to be determined. The system works by having an initial Bluetooth reader pick up the MAC address and then a second Bluetooth reader farther along the corridor identify the same MAC address. This information is then processed to calculate the travel time. Bluetooth readers can communicate with their central software using either cellular or Ethernet configurations. The Bluetooth readers can be deployed anywhere along the corridor, but are often placed at existing signalized locations and connected to an Ethernet port on the Ethernet switch in the traffic signal cabinets for data transfer. Another option could be through independent cellular and solar powered locations, which are typically used for mid-block locations or remote intersections. The FDOT’s Approved Products List (APL) currently has three types of Bluetooth readers/vendors; BlueTOAD, BlueMAC, and Iteris.\n\nSince Bluetooth technology has become more widely deployed in recent years, the cost of implementation for field devices is relatively low for the amount of useful data they provide. A disadvantage is that the Bluetooth devices which are being read can be turned off by the owner, making them impossible to read. Another disadvantage is the range of the Bluetooth readers can be limited, leading to missed potential data points. These disadvantages contribute to the low sample size Bluetooth readers collect. Previously, Bluetooth readers were not able to detect Bluetooth devices which had active connections to other Bluetooth devices (i.e., cell phone connected to vehicle), but now they can. Because of this advancement in Bluetooth reader technology, the match percentage is now typically about 15 percent of total vehicles passing the Bluetooth reader. (from Sumter County ATMS Master Plan Phase II)","$$","$","Blueooth installation works well with or supports these strategies:\n-Adaptive Signal Control\n-Communications/Network Upgrades (Fiber)\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption (Emergency Vehicles)","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop13029/ch2.htm\nhttps://ops.fhwa.dot.gov/wz/p2p/pmwkshop053013/shaw/shaw.htm\nhttp://roads.maryland.gov/OPR_Research/MD-12-SP909B4D-Bluetooth-Traffic-Detectors_Report.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Install Bluetooth","Bluetooth readers provide point‐to‐point travel time information reading vehicle transponders and matching them at the different collection points to calculate a travel time. Bluetooth devices, such as smartphones and many newer vehicles, have a unique media access control (MAC) address which is transmitted short distances. In order to calculate travel time using Bluetooth, roadside Bluetooth readers are implemented at strategic locations along the corridor for which travel times are to be determined. The system works by having an initial Bluetooth reader pick up the MAC address and then a second Bluetooth reader farther along the corridor identify the same MAC address. This information is then processed to calculate the travel time. Bluetooth readers can communicate with their central software using either cellular or Ethernet configurations. The Bluetooth readers can be deployed anywhere along the corridor, but are often placed at existing signalized locations and connected to an Ethernet port on the Ethernet switch in the traffic signal cabinets for data transfer. Another option could be through independent cellular and solar powered locations, which are typically used for mid-block locations or remote intersections. The FDOT’s Approved Products List (APL) currently has three types of Bluetooth readers/vendors; BlueTOAD, BlueMAC, and Iteris.\n\nSince Bluetooth technology has become more widely deployed in recent years, the cost of implementation for field devices is relatively low for the amount of useful data they provide. A disadvantage is that the Bluetooth devices which are being read can be turned off by the owner, making them impossible to read. Another disadvantage is the range of the Bluetooth readers can be limited, leading to missed potential data points. These disadvantages contribute to the low sample size Bluetooth readers collect. Previously, Bluetooth readers were not able to detect Bluetooth devices which had active connections to other Bluetooth devices (i.e., cell phone connected to vehicle), but now they can. Because of this advancement in Bluetooth reader technology, the match percentage is now typically about 15 percent of total vehicles passing the Bluetooth reader. (from Sumter County ATMS Master Plan Phase II)","$$","$","Blueooth installation works well with or supports these strategies:\n-Adaptive Signal Control\n-Communications/Network Upgrades (Fiber)\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption (Emergency Vehicles)","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop13029/ch2.htm\nhttps://ops.fhwa.dot.gov/wz/p2p/pmwkshop053013/shaw/shaw.htm\nhttp://roads.maryland.gov/OPR_Research/MD-12-SP909B4D-Bluetooth-Traffic-Detectors_Report.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Install Bluetooth","Bluetooth readers provide point‐to‐point travel time information reading vehicle transponders and matching them at the different collection points to calculate a travel time. Bluetooth devices, such as smartphones and many newer vehicles, have a unique media access control (MAC) address which is transmitted short distances. In order to calculate travel time using Bluetooth, roadside Bluetooth readers are implemented at strategic locations along the corridor for which travel times are to be determined. The system works by having an initial Bluetooth reader pick up the MAC address and then a second Bluetooth reader farther along the corridor identify the same MAC address. This information is then processed to calculate the travel time. Bluetooth readers can communicate with their central software using either cellular or Ethernet configurations. The Bluetooth readers can be deployed anywhere along the corridor, but are often placed at existing signalized locations and connected to an Ethernet port on the Ethernet switch in the traffic signal cabinets for data transfer. Another option could be through independent cellular and solar powered locations, which are typically used for mid-block locations or remote intersections. The FDOT’s Approved Products List (APL) currently has three types of Bluetooth readers/vendors; BlueTOAD, BlueMAC, and Iteris.\n\nSince Bluetooth technology has become more widely deployed in recent years, the cost of implementation for field devices is relatively low for the amount of useful data they provide. A disadvantage is that the Bluetooth devices which are being read can be turned off by the owner, making them impossible to read. Another disadvantage is the range of the Bluetooth readers can be limited, leading to missed potential data points. These disadvantages contribute to the low sample size Bluetooth readers collect. Previously, Bluetooth readers were not able to detect Bluetooth devices which had active connections to other Bluetooth devices (i.e., cell phone connected to vehicle), but now they can. Because of this advancement in Bluetooth reader technology, the match percentage is now typically about 15 percent of total vehicles passing the Bluetooth reader. (from Sumter County ATMS Master Plan Phase II)","$$","$","Blueooth installation works well with or supports these strategies:\n-Adaptive Signal Control\n-Communications/Network Upgrades (Fiber)\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption (Emergency Vehicles)","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop13029/ch2.htm\nhttps://ops.fhwa.dot.gov/wz/p2p/pmwkshop053013/shaw/shaw.htm\nhttp://roads.maryland.gov/OPR_Research/MD-12-SP909B4D-Bluetooth-Traffic-Detectors_Report.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Install CCTV","A closed-circuit television (CCTV) system for roadways allows traffic operators to respond to roadway issues more quickly and effectively. This includes identifying traffic accidents, verifying reported accidents, and allows operators to make appropriate adjustments to the surrounding network's operations (ramp gate closures, DMS updates, etc.). CCTV can also be used to monitor traffic patterns, adverse weather conditions, wrong-way driving, and delays along standard facilities and work zone areas. CCTVs may also spot criminal activity; operators can alert law enforcement to the issue, verify the issue, and provide guidance to law enforcement officers on location and situation. ","$","$","CCTV installation  works well with or support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Communications/Network Upgrades (Fiber)\n-Traffic Management Center (TMC)\n-Traffic Incident Management (TIM)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","https://www.pcb.its.dot.gov/t3/s160316/s160316_TMC_Video_Best_Practices_presentation_Keltner.asp\nhttps://ops.fhwa.dot.gov/publications/fhwahop06006/chapter_5.htm","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Install CCTV","A closed-circuit television (CCTV) system for roadways allows traffic operators to respond to roadway issues more quickly and effectively. This includes identifying traffic accidents, verifying reported accidents, and allows operators to make appropriate adjustments to the surrounding network's operations (ramp gate closures, DMS updates, etc.). CCTV can also be used to monitor traffic patterns, adverse weather conditions, wrong-way driving, and delays along standard facilities and work zone areas. CCTVs may also spot criminal activity; operators can alert law enforcement to the issue, verify the issue, and provide guidance to law enforcement officers on location and situation. ","$","$","CCTV installation  works well with or support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Communications/Network Upgrades (Fiber)\n-Traffic Management Center (TMC)\n-Traffic Incident Management (TIM)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","https://www.pcb.its.dot.gov/t3/s160316/s160316_TMC_Video_Best_Practices_presentation_Keltner.asp\nhttps://ops.fhwa.dot.gov/publications/fhwahop06006/chapter_5.htm","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Install CCTV","A closed-circuit television (CCTV) system for roadways allows traffic operators to respond to roadway issues more quickly and effectively. This includes identifying traffic accidents, verifying reported accidents, and allows operators to make appropriate adjustments to the surrounding network's operations (ramp gate closures, DMS updates, etc.). CCTV can also be used to monitor traffic patterns, adverse weather conditions, wrong-way driving, and delays along standard facilities and work zone areas. CCTVs may also spot criminal activity; operators can alert law enforcement to the issue, verify the issue, and provide guidance to law enforcement officers on location and situation. ","$","$","CCTV installation  works well with or support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Communications/Network Upgrades (Fiber)\n-Traffic Management Center (TMC)\n-Traffic Incident Management (TIM)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","https://www.pcb.its.dot.gov/t3/s160316/s160316_TMC_Video_Best_Practices_presentation_Keltner.asp\nhttps://ops.fhwa.dot.gov/publications/fhwahop06006/chapter_5.htm","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Install CCTV","A closed-circuit television (CCTV) system for roadways allows traffic operators to respond to roadway issues more quickly and effectively. This includes identifying traffic accidents, verifying reported accidents, and allows operators to make appropriate adjustments to the surrounding network's operations (ramp gate closures, DMS updates, etc.). CCTV can also be used to monitor traffic patterns, adverse weather conditions, wrong-way driving, and delays along standard facilities and work zone areas. CCTVs may also spot criminal activity; operators can alert law enforcement to the issue, verify the issue, and provide guidance to law enforcement officers on location and situation. ","$","$","CCTV installation  works well with or support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Communications/Network Upgrades (Fiber)\n-Traffic Management Center (TMC)\n-Traffic Incident Management (TIM)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","https://www.pcb.its.dot.gov/t3/s160316/s160316_TMC_Video_Best_Practices_presentation_Keltner.asp\nhttps://ops.fhwa.dot.gov/publications/fhwahop06006/chapter_5.htm","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Roadway","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialRoadwayPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Intersection","Potential Diversion Route (i.e., major incident on freeway/expressway)","Non-recurring","ArterialIntersectionPotential Diversion Route (i.e., major incident on freeway/expressway)Non-recurring","Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
["Arterial","Intersection","Poor Signal Timing","Non-recurring","ArterialIntersectionPoor Signal TimingNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","Poor Signal Timing","Recurring","ArterialIntersectionPoor Signal TimingRecurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Intersection","Poor Signal Timing","Non-recurring","ArterialIntersectionPoor Signal TimingNon-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Intersection","Poor Signal Timing","Non-recurring","ArterialIntersectionPoor Signal TimingNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Poor Signal Timing","Recurring","ArterialIntersectionPoor Signal TimingRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring",{"$f":"CONCATENATE(A514,B514,C514,D514)","v":"ArterialRoadwayParking IssuesNon-recurring"},"Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Parking Issues","Recurring","ArterialRoadwayParking IssuesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Parking Issues","Recurring","ArterialRegional NetworkParking IssuesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Parking Issues","Non-recurring","ArterialRoadwayParking IssuesNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Parking Issues","Non-recurring","ArterialRegional NetworkParking IssuesNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","ArterialIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Intersection","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayIntersectionOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayRoadwayOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (moderate v/C = 1.01-1.10)","Non-recurring","FreewayInterchangeOver Capacity (moderate v/C = 1.01-1.10)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring",{"$f":"CONCATENATE(A578,B578,C578,D578)","v":"ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring"},"Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","$$$","$$$","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","$$$","$$$","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring",{"$f":"CONCATENATE(A642,B642,C642,D642)","v":"ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring"},"Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","ArterialIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","$$$","$$$","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring",{"$f":"CONCATENATE(A706,B706,C706,D706)","v":"FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring"},"Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Intersection","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayIntersectionOver Capacity (excessive v/C = 1.10+)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Intersection","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayIntersectionOver Capacity (excessive v/C = 1.10+)Recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Non-recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayRoadwayOver Capacity (excessive v/C = 1.10+)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Over Capacity (excessive v/C = 1.10+)","Recurring","FreewayInterchangeOver Capacity (excessive v/C = 1.10+)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Recurring","ArterialRoadwayObstructed Motorist View Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Recurring","ArterialIntersectionObstructed Motorist View Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring","ArterialIntersectionObstructed Motorist View Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Recurring","ArterialRoadwayObstructed Motorist View Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Recurring","ArterialIntersectionObstructed Motorist View Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring","ArterialIntersectionObstructed Motorist View Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring","ArterialIntersectionObstructed Motorist View Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Recurring","ArterialRoadwayObstructed Motorist View Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Recurring","ArterialIntersectionObstructed Motorist View Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring","ArterialIntersectionObstructed Motorist View Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Recurring","ArterialRoadwayObstructed Motorist View Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Recurring","ArterialIntersectionObstructed Motorist View Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring","ArterialIntersectionObstructed Motorist View Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring",{"$f":"CONCATENATE(A770,B770,C770,D770)","v":"ArterialIntersectionObstructed Motorist View Non-recurring"},"Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Non-recurring","ArterialRoadwayObstructed Motorist View Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Non-recurring","ArterialIntersectionObstructed Motorist View Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Obstructed Motorist View ","Recurring","ArterialRoadwayObstructed Motorist View Recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Obstructed Motorist View ","Recurring","ArterialIntersectionObstructed Motorist View Recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Recurring","FreewayRoadwayObstructed Motorist View Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Recurring","FreewayInterchangeObstructed Motorist View Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Recurring","FreewayRoadwayObstructed Motorist View Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Recurring","FreewayInterchangeObstructed Motorist View Recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Recurring","FreewayRoadwayObstructed Motorist View Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Recurring","FreewayInterchangeObstructed Motorist View Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Recurring","FreewayRoadwayObstructed Motorist View Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Recurring","FreewayInterchangeObstructed Motorist View Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Non-recurring","FreewayRoadwayObstructed Motorist View Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Non-recurring","FreewayInterchangeObstructed Motorist View Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Obstructed Motorist View ","Recurring","FreewayRoadwayObstructed Motorist View Recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Obstructed Motorist View ","Recurring","FreewayInterchangeObstructed Motorist View Recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure ","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructure Recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure ","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructure Recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Adaptive and Intelligent Streetlights","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","$$","$","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Minimal Bike/Ped infrastructure","Recurring","ArterialRoadwayMinimal Bike/Ped infrastructureRecurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Intersection","Minimal Bike/Ped infrastructure","Recurring","ArterialIntersectionMinimal Bike/Ped infrastructureRecurring","Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","$$","+$","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring",{"$f":"CONCATENATE(A834,B834,C834,D834)","v":"ArterialRoadwayMajor Truck RouteNon-recurring"},"Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Freight Mobility","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Arterial","Interchange","Major Truck Route","Recurring","ArterialInterchangeMajor Truck RouteRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","Major Truck Route","Recurring","ArterialRegional NetworkMajor Truck RouteRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Major Truck Route","Recurring","ArterialIntersectionMajor Truck RouteRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Major Truck Route","Recurring","ArterialRoadwayMajor Truck RouteRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Major Truck Route","Non-recurring","ArterialRegional NetworkMajor Truck RouteNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Major Truck Route","Non-recurring","ArterialIntersectionMajor Truck RouteNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Major Truck Route","Non-recurring","ArterialRoadwayMajor Truck RouteNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Automated Roadside Safety Inspection","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Demand Pricing","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring",{"$f":"CONCATENATE(A898,B898,C898,D898)","v":"FreewayRoadwayMajor Truck RouteNon-recurring"},"Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","$$$","$$","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","$$$","$$","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Dynamic Message Sign(s)","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","En-Route Driver Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Intersection","Major Truck Route","Non-recurring","FreewayIntersectionMajor Truck RouteNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Intersection","Major Truck Route","Recurring","FreewayIntersectionMajor Truck RouteRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Freight Parking","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Hazardous Materials Security & Incident Response","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$","$","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Roadway Widening","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Regional Network","Major Truck Route","Recurring","FreewayRegional NetworkMajor Truck RouteRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Major Truck Route","Recurring","FreewayInterchangeMajor Truck RouteRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Major Truck Route","Recurring","FreewayRoadwayMajor Truck RouteRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Major Truck Route","Non-recurring","FreewayRegional NetworkMajor Truck RouteNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Major Truck Route","Non-recurring","FreewayInterchangeMajor Truck RouteNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Major Truck Route","Non-recurring","FreewayRoadwayMajor Truck RouteNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring",{"$f":"CONCATENATE(A962,B962,C962,D962)","v":"ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring"},"Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","$$","$$","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","$$","$$","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","$$","$$","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","$$","$$","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","$$","$$","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","$$","$$","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRoadwayLarge Scale Events / Unusual AttractorsNon-recurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Regional Network","Large Scale Events / Unusual Attractors","Non-recurring","ArterialRegional NetworkLarge Scale Events / Unusual AttractorsNon-recurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Large Queues","Recurring",{"$f":"CONCATENATE(A1026,B1026,C1026,D1026)","v":"ArterialRoadwayLarge QueuesRecurring"},"Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Large Queues","Non-recurring","ArterialRoadwayLarge QueuesNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Large Queues","Non-recurring","ArterialIntersectionLarge QueuesNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Large Queues","Recurring","ArterialRoadwayLarge QueuesRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Large Queues","Recurring","ArterialIntersectionLarge QueuesRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","$$$","$$","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","$$$","$$","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Large Queues","Non-recurring","FreewayRoadwayLarge QueuesNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Large Queues","Non-recurring","FreewayInterchangeLarge QueuesNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Large Queues","Recurring","FreewayRoadwayLarge QueuesRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Large Queues","Recurring","FreewayInterchangeLarge QueuesRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring",{"$f":"CONCATENATE(A1090,B1090,C1090,D1090)","v":"ArterialRoadwayHigh Seasonal FactorsNon-recurring"},"Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Non-recurring","ArterialRoadwayHigh Seasonal FactorsNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Non-recurring","ArterialRegional NetworkHigh Seasonal FactorsNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","High Seasonal Factors","Recurring","ArterialRoadwayHigh Seasonal FactorsRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Regional Network","High Seasonal Factors","Recurring","ArterialRegional NetworkHigh Seasonal FactorsRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring",{"$f":"CONCATENATE(A1154,B1154,C1154,D1154)","v":"FreewayRoadwayHigh Seasonal FactorsRecurring"},"Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Recurring","FreewayRoadwayHigh Seasonal FactorsRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Recurring","FreewayRegional NetworkHigh Seasonal FactorsRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","High Seasonal Factors","Non-recurring","FreewayRoadwayHigh Seasonal FactorsNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","High Seasonal Factors","Non-recurring","FreewayRegional NetworkHigh Seasonal FactorsNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","High Crash Rate due to passing","Non-recurring","ArterialRoadwayHigh Crash Rate due to passingNon-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","High Crash Rate due to passing","Non-recurring","ArterialIntersectionHigh Crash Rate due to passingNon-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","High Crash Rate due to passing","Non-recurring","ArterialRoadwayHigh Crash Rate due to passingNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","High Crash Rate due to passing","Non-recurring","ArterialIntersectionHigh Crash Rate due to passingNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","High Crash Rate due to passing","Non-recurring","ArterialRoadwayHigh Crash Rate due to passingNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","High Crash Rate due to passing","Non-recurring","ArterialIntersectionHigh Crash Rate due to passingNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","High Crash Rate due to passing","Non-recurring","ArterialRoadwayHigh Crash Rate due to passingNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate due to passing","Non-recurring","ArterialIntersectionHigh Crash Rate due to passingNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","High Crash Rate due to passing","Non-recurring","ArterialRoadwayHigh Crash Rate due to passingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","High Crash Rate due to passing","Non-recurring","ArterialIntersectionHigh Crash Rate due to passingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","High Crash Rate due to passing","Non-recurring","FreewayRoadwayHigh Crash Rate due to passingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","High Crash Rate due to passing","Non-recurring","FreewayInterchangeHigh Crash Rate due to passingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","$$","$","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (side-swipe)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring",{"$f":"CONCATENATE(A1218,B1218,C1218,D1218)","v":"FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring"},"Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (side-swipe)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (side-swipe)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Retroreflective Signal Back Plates","Retroreflective Signal Back Plates can be added to a traffic signal to improve the visibility of the illuminated face of the signal by introducing a controlled-contrast background. The improved visibility of a signal head with a backplate is made even more conspicuous by framing it with a retroreflective border. Signal heads that have backplates equipped with retroreflective borders are more visible and conspicuous in both daytime and nighttime conditions. This low-cost strategy is meant to improve safety at the subject intersection by reducing visibility issues for motorists. ","$","+$","Retroreflective Signal Back Plates work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Signal Preemption\n-Queue Warning\n-Dynamic Message Sign(s)\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/provencountermeasures/blackplate/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Retroreflective Signal Back Plates","Retroreflective Signal Back Plates can be added to a traffic signal to improve the visibility of the illuminated face of the signal by introducing a controlled-contrast background. The improved visibility of a signal head with a backplate is made even more conspicuous by framing it with a retroreflective border. Signal heads that have backplates equipped with retroreflective borders are more visible and conspicuous in both daytime and nighttime conditions. This low-cost strategy is meant to improve safety at the subject intersection by reducing visibility issues for motorists. ","$","+$","Retroreflective Signal Back Plates work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Signal Preemption\n-Queue Warning\n-Dynamic Message Sign(s)\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/provencountermeasures/blackplate/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","$$","$","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","$$","$","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (rear end)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (rear end)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (rear end)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (rear end)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (rear end)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (head on)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (head on)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (head on)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (head on)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (head on)Non-recurring","Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","$$","$","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Wrong Way Driving Countermeasures","Wrong Way Driving Countermeasures use intelligent solutions like LED WRONG WAY signs on ramps to grab the attention of wrong way driversprior to entering the mainline. Other countermeasures include using microwave vehicle detection systems to detect wrong way drivers and alert traffic management centers and highway patrol immediately.\n\nWrong way crashes, while they do not occur as often, result in incapacitation or death 50% of the time, which is much higher than the average crash. Wrong way driving is usually linked to intoxicated drivers, roadway design challenges, or lighting or signing concepts. By using this simple technology, this strategy could be used to protect drivers of major Freeways and Expressways from wrong way drivers. Major deployments can be found in Texas, Florida, California, New Mexico and Washington. In Florida (Central Florida more specifically), wrong way driving countermeasures are being used on CFX’s system.","$$","$","Wrong Way Driving Countermeasures  incorporate a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Traffic Incident Managmeent (TIM)\n-Integrated Corridor Managmeent (ICM)\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.cga.ct.gov/2008/rpt/2008-r-0491.htm\nhttps://safety.fhwa.dot.gov/intersection/other_topics/wwd/\nhttp://stars.library.ucf.edu/etd/5334/\nhttps://www.cfxway.com/for-travelers/projects/wrong-way-driving-detection-and-prevention-system/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (head on)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (head on)Non-recurring","Wrong Way Driving Countermeasures","Wrong Way Driving Countermeasures use intelligent solutions like LED WRONG WAY signs on ramps to grab the attention of wrong way driversprior to entering the mainline. Other countermeasures include using microwave vehicle detection systems to detect wrong way drivers and alert traffic management centers and highway patrol immediately.\n\nWrong way crashes, while they do not occur as often, result in incapacitation or death 50% of the time, which is much higher than the average crash. Wrong way driving is usually linked to intoxicated drivers, roadway design challenges, or lighting or signing concepts. By using this simple technology, this strategy could be used to protect drivers of major Freeways and Expressways from wrong way drivers. Major deployments can be found in Texas, Florida, California, New Mexico and Washington. In Florida (Central Florida more specifically), wrong way driving countermeasures are being used on CFX’s system.","$$","$","Wrong Way Driving Countermeasures  incorporate a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Traffic Incident Managmeent (TIM)\n-Integrated Corridor Managmeent (ICM)\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.cga.ct.gov/2008/rpt/2008-r-0491.htm\nhttps://safety.fhwa.dot.gov/intersection/other_topics/wwd/\nhttp://stars.library.ucf.edu/etd/5334/\nhttps://www.cfxway.com/for-travelers/projects/wrong-way-driving-detection-and-prevention-system/","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (head on)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (head on)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring",{"$f":"CONCATENATE(A1282,B1282,C1282,D1282)","v":"FreewayRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring"},"Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (head on)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayRoadwayHigh Crash Rate - Vehicle (head on)Non-recurring","Wrong Way Driving Countermeasures","Wrong Way Driving Countermeasures use intelligent solutions like LED WRONG WAY signs on ramps to grab the attention of wrong way driversprior to entering the mainline. Other countermeasures include using microwave vehicle detection systems to detect wrong way drivers and alert traffic management centers and highway patrol immediately.\n\nWrong way crashes, while they do not occur as often, result in incapacitation or death 50% of the time, which is much higher than the average crash. Wrong way driving is usually linked to intoxicated drivers, roadway design challenges, or lighting or signing concepts. By using this simple technology, this strategy could be used to protect drivers of major Freeways and Expressways from wrong way drivers. Major deployments can be found in Texas, Florida, California, New Mexico and Washington. In Florida (Central Florida more specifically), wrong way driving countermeasures are being used on CFX’s system.","$$","$","Wrong Way Driving Countermeasures  incorporate a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Traffic Incident Managmeent (TIM)\n-Integrated Corridor Managmeent (ICM)\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.cga.ct.gov/2008/rpt/2008-r-0491.htm\nhttps://safety.fhwa.dot.gov/intersection/other_topics/wwd/\nhttp://stars.library.ucf.edu/etd/5334/\nhttps://www.cfxway.com/for-travelers/projects/wrong-way-driving-detection-and-prevention-system/","PENDING"]
["Freeway","Interchange","High Crash Rate - Vehicle (head on)","Non-recurring","FreewayInterchangeHigh Crash Rate - Vehicle (head on)Non-recurring","Wrong Way Driving Countermeasures","Wrong Way Driving Countermeasures use intelligent solutions like LED WRONG WAY signs on ramps to grab the attention of wrong way driversprior to entering the mainline. Other countermeasures include using microwave vehicle detection systems to detect wrong way drivers and alert traffic management centers and highway patrol immediately.\n\nWrong way crashes, while they do not occur as often, result in incapacitation or death 50% of the time, which is much higher than the average crash. Wrong way driving is usually linked to intoxicated drivers, roadway design challenges, or lighting or signing concepts. By using this simple technology, this strategy could be used to protect drivers of major Freeways and Expressways from wrong way drivers. Major deployments can be found in Texas, Florida, California, New Mexico and Washington. In Florida (Central Florida more specifically), wrong way driving countermeasures are being used on CFX’s system.","$$","$","Wrong Way Driving Countermeasures  incorporate a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Traffic Incident Managmeent (TIM)\n-Integrated Corridor Managmeent (ICM)\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.cga.ct.gov/2008/rpt/2008-r-0491.htm\nhttps://safety.fhwa.dot.gov/intersection/other_topics/wwd/\nhttp://stars.library.ucf.edu/etd/5334/\nhttps://www.cfxway.com/for-travelers/projects/wrong-way-driving-detection-and-prevention-system/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (bike/ped)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (bike/ped)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (angle)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (angle)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (angle)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (angle)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (angle)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","$$","$","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","PENDING"]
["Arterial","Roadway","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialRoadwayHigh Crash Rate - Vehicle (angle)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","High Crash Rate - Vehicle (angle)","Non-recurring","ArterialIntersectionHigh Crash Rate - Vehicle (angle)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Recurring","ArterialIntersectionHeavy Truck Traffic VolumesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Recurring","ArterialRoadwayHeavy Truck Traffic VolumesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Non-recurring","ArterialIntersectionHeavy Truck Traffic VolumesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Non-recurring","ArterialRoadwayHeavy Truck Traffic VolumesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Recurring","ArterialIntersectionHeavy Truck Traffic VolumesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Recurring","ArterialRoadwayHeavy Truck Traffic VolumesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Non-recurring","ArterialIntersectionHeavy Truck Traffic VolumesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Non-recurring","ArterialRoadwayHeavy Truck Traffic VolumesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Non-recurring","ArterialIntersectionHeavy Truck Traffic VolumesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Non-recurring","ArterialRoadwayHeavy Truck Traffic VolumesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Recurring","ArterialIntersectionHeavy Truck Traffic VolumesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Recurring","ArterialRoadwayHeavy Truck Traffic VolumesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Non-recurring","ArterialRoadwayHeavy Truck Traffic VolumesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Non-recurring","ArterialIntersectionHeavy Truck Traffic VolumesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Recurring","ArterialRoadwayHeavy Truck Traffic VolumesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Recurring","ArterialIntersectionHeavy Truck Traffic VolumesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Non-recurring","ArterialIntersectionHeavy Truck Traffic VolumesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Non-recurring","ArterialRoadwayHeavy Truck Traffic VolumesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Recurring","ArterialIntersectionHeavy Truck Traffic VolumesRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Recurring","ArterialRoadwayHeavy Truck Traffic VolumesRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Recurring","ArterialIntersectionHeavy Truck Traffic VolumesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Recurring","ArterialRoadwayHeavy Truck Traffic VolumesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","ArterialRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Heavy Truck Traffic Volumes","Non-recurring","ArterialIntersectionHeavy Truck Traffic VolumesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Heavy Truck Traffic Volumes","Non-recurring","ArterialRoadwayHeavy Truck Traffic VolumesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring",{"$f":"CONCATENATE(A1346,B1346,C1346,D1346)","v":"FreewayInterchangeHeavy Truck Traffic VolumesRecurring"},"Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","$$","$$","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","$","$","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Intersection","Heavy Truck Traffic Volumes","Non-recurring","FreewayIntersectionHeavy Truck Traffic VolumesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Intersection","Heavy Truck Traffic Volumes","Recurring","FreewayIntersectionHeavy Truck Traffic VolumesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Recurring","FreewayInterchangeHeavy Truck Traffic VolumesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Recurring","FreewayRoadwayHeavy Truck Traffic VolumesRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Heavy Truck Traffic Volumes","Non-recurring","FreewayRegional NetworkHeavy Truck Traffic VolumesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Heavy Truck Traffic Volumes","Non-recurring","FreewayInterchangeHeavy Truck Traffic VolumesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Heavy Truck Traffic Volumes","Non-recurring","FreewayRoadwayHeavy Truck Traffic VolumesNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring",{"$f":"CONCATENATE(A1410,B1410,C1410,D1410)","v":"ArterialIntersectionHeavy SOV Mode UseRecurring"},"Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring",{"$f":"CONCATENATE(A1474,B1474,C1474,D1474)","v":"ArterialRegional NetworkHeavy SOV Mode UseRecurring"},"Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Recurring","ArterialRegional NetworkHeavy SOV Mode UseRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Recurring","ArterialRoadwayHeavy SOV Mode UseRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Recurring","ArterialIntersectionHeavy SOV Mode UseRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Heavy SOV Mode Use","Non-recurring","ArterialRegional NetworkHeavy SOV Mode UseNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Heavy SOV Mode Use","Non-recurring","ArterialRoadwayHeavy SOV Mode UseNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Heavy SOV Mode Use","Non-recurring","ArterialIntersectionHeavy SOV Mode UseNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring",{"$f":"CONCATENATE(A1538,B1538,C1538,D1538)","v":"FreewayInterchangeHeavy SOV Mode UseRecurring"},"Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Recurring","FreewayRegional NetworkHeavy SOV Mode UseRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Recurring","FreewayInterchangeHeavy SOV Mode UseRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Recurring","FreewayRoadwayHeavy SOV Mode UseRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","Heavy SOV Mode Use","Non-recurring","FreewayRegional NetworkHeavy SOV Mode UseNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Heavy SOV Mode Use","Non-recurring","FreewayInterchangeHeavy SOV Mode UseNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Heavy SOV Mode Use","Non-recurring","FreewayRoadwayHeavy SOV Mode UseNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring",{"$f":"CONCATENATE(A1602,B1602,C1602,D1602)","v":"ArterialRoadwayHeavy Directional SplitRecurring"},"Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Non-recurring","ArterialRoadwayHeavy Directional SplitNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Non-recurring","ArterialIntersectionHeavy Directional SplitNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Heavy Directional Split","Recurring","ArterialRoadwayHeavy Directional SplitRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Heavy Directional Split","Recurring","ArterialIntersectionHeavy Directional SplitRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Regional Network","Heavy Directional Split","Recurring","FreewayRegional NetworkHeavy Directional SplitRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Heavy Directional Split","Recurring","FreewayRegional NetworkHeavy Directional SplitRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Heavy Directional Split","Non-recurring",{"$f":"CONCATENATE(A1666,B1666,C1666,D1666)","v":"FreewayRegional NetworkHeavy Directional SplitNon-recurring"},"Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Heavy Directional Split","Non-recurring","FreewayRegional NetworkHeavy Directional SplitNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","$$$","$$","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring","FreewayRoadwayHeavy Directional SplitNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Non-recurring",{"$f":"CONCATENATE(A1730,B1730,C1730,D1730)","v":"FreewayRoadwayHeavy Directional SplitNon-recurring"},"Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Non-recurring","FreewayInterchangeHeavy Directional SplitNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Heavy Directional Split","Recurring","FreewayRoadwayHeavy Directional SplitRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Heavy Directional Split","Recurring","FreewayInterchangeHeavy Directional SplitRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Freight Parking Under-utilized","Recurring","ArterialRoadwayFreight Parking Under-utilizedRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Freight Parking Under-utilized","Recurring","ArterialRoadwayFreight Parking Under-utilizedRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Freight Parking Under-utilized","Recurring","ArterialRoadwayFreight Parking Under-utilizedRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Arterial","Roadway","Freight Parking Under-utilized","Recurring","ArterialRoadwayFreight Parking Under-utilizedRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Freight Parking Under-utilized","Recurring","FreewayRoadwayFreight Parking Under-utilizedRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Freight Parking Under-utilized","Recurring","FreewayRoadwayFreight Parking Under-utilizedRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Freight Parking Under-utilized","Recurring","FreewayRoadwayFreight Parking Under-utilizedRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Roadway","Freight Parking Under-utilized","Recurring","FreewayRoadwayFreight Parking Under-utilizedRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Freight Parking Over-utilized","Recurring","ArterialRoadwayFreight Parking Over-utilizedRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Freight Parking Over-utilized","Recurring","ArterialRoadwayFreight Parking Over-utilizedRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Freight Parking Over-utilized","Recurring","ArterialRoadwayFreight Parking Over-utilizedRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Arterial","Roadway","Freight Parking Over-utilized","Recurring","ArterialRoadwayFreight Parking Over-utilizedRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Freight Parking Over-utilized","Recurring","FreewayRoadwayFreight Parking Over-utilizedRecurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Freight Parking Over-utilized","Recurring","FreewayRoadwayFreight Parking Over-utilizedRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Freight Parking Over-utilized","Recurring","FreewayRoadwayFreight Parking Over-utilizedRecurring","Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","$$","$","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","PENDING"]
["Freeway","Roadway","Freight Parking Over-utilized","Recurring","FreewayRoadwayFreight Parking Over-utilizedRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Non-recurring","ArterialRoadwayFirst Mile / Last Mile IssuesNon-recurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Non-recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesNon-recurring","Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","$$","$","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Non-recurring","ArterialRoadwayFirst Mile / Last Mile IssuesNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Non-recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","$$","$$","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","$$","$$","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Non-recurring","ArterialRoadwayFirst Mile / Last Mile IssuesNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Non-recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Non-recurring","ArterialRoadwayFirst Mile / Last Mile IssuesNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Non-recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Non-recurring","ArterialRoadwayFirst Mile / Last Mile IssuesNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Non-recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Recurring","ArterialRoadwayFirst Mile / Last Mile IssuesRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","First Mile / Last Mile Issues","Non-recurring","ArterialRoadwayFirst Mile / Last Mile IssuesNon-recurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Regional Network","First Mile / Last Mile Issues","Non-recurring","ArterialRegional NetworkFirst Mile / Last Mile IssuesNon-recurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Intersection","Extra-wide Driveways","Recurring","ArterialIntersectionExtra-wide DrivewaysRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Non-recurring","ArterialRoadwayExtra-wide DrivewaysNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Non-recurring","ArterialRoadwayExtra-wide DrivewaysNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Non-recurring","ArterialRoadwayExtra-wide DrivewaysNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Non-recurring","ArterialRoadwayExtra-wide DrivewaysNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Non-recurring","ArterialRoadwayExtra-wide DrivewaysNon-recurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Recurring","ArterialRoadwayExtra-wide DrivewaysRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Extra-wide Driveways","Non-recurring","ArterialRoadwayExtra-wide DrivewaysNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Excessive Speeding (<10% over speed limit)","Recurring","ArterialRoadwayExcessive Speeding (<10% over speed limit)Recurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Intersection","Excessive Speeding (<10% over speed limit)","Recurring","ArterialIntersectionExcessive Speeding (<10% over speed limit)Recurring","Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","$$$","$","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","PENDING"]
["Arterial","Roadway","Excessive Speeding (<10% over speed limit)","Recurring",{"$f":"CONCATENATE(A1794,B1794,C1794,D1794)","v":"ArterialRoadwayExcessive Speeding (<10% over speed limit)Recurring"},"Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Excessive Speeding (<10% over speed limit)","Recurring","ArterialIntersectionExcessive Speeding (<10% over speed limit)Recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Excessive Speeding (<10% over speed limit)","Recurring","ArterialRoadwayExcessive Speeding (<10% over speed limit)Recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","Excessive Speeding (<10% over speed limit)","Recurring","ArterialIntersectionExcessive Speeding (<10% over speed limit)Recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Disaster Response and Evacuation","Disaster Response and Evacuation uses ITS to enhance the ability of the surface transportation system to respond to disasters. The user service provides enhanced access to the scene for incident response personnel and resources via smart phones or in‐vehicle instrumentation. It provides better information about the transportation system within the vicinity of the disaster and provides more efficient and safer evacuations for the general public, if needed. In addition, the transportation system includes a wealth of trained professionals and resources that constitute a portion of the disaster response. The use of this technology through this lens is to prioritize, allocate and track these personnel and resources; providing a more effective response to disasters. Not only would these responses be more efficient, ITS solutions to disaster response and evacuation would help minimize confusion to the traveling public during a stressful event such as a hurricane evacuation.\n\nThere are no current implementations known, but Florida deals with an abundance of natural disasters due to hurricanes and tornados. Hurricane evacuations alone take an enormous of amount of preparation and coordination between multiple agencies, let alone adding a\ntransportation network moving people to safety. Stakeholders are on board with this application due to Florida’s disasters and truly, to have a fully ICM approach, this tactic must be included because this region must address these concerns.","$","$","Disaster Response and Evacuation works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/EmergencyManagement/documents.shtm","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Disaster Response and Evacuation","Disaster Response and Evacuation uses ITS to enhance the ability of the surface transportation system to respond to disasters. The user service provides enhanced access to the scene for incident response personnel and resources via smart phones or in‐vehicle instrumentation. It provides better information about the transportation system within the vicinity of the disaster and provides more efficient and safer evacuations for the general public, if needed. In addition, the transportation system includes a wealth of trained professionals and resources that constitute a portion of the disaster response. The use of this technology through this lens is to prioritize, allocate and track these personnel and resources; providing a more effective response to disasters. Not only would these responses be more efficient, ITS solutions to disaster response and evacuation would help minimize confusion to the traveling public during a stressful event such as a hurricane evacuation.\n\nThere are no current implementations known, but Florida deals with an abundance of natural disasters due to hurricanes and tornados. Hurricane evacuations alone take an enormous of amount of preparation and coordination between multiple agencies, let alone adding a\ntransportation network moving people to safety. Stakeholders are on board with this application due to Florida’s disasters and truly, to have a fully ICM approach, this tactic must be included because this region must address these concerns.","$","$","Disaster Response and Evacuation works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/EmergencyManagement/documents.shtm","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Emergency Notification & Personal Security","Emergency Notification and Personal Security enables travelers to notify appropriate response personnel regarding the need for assistance due to emergency or non‐emergency situations. Notifications can be initiated manually or automatically based on data. This strategy also includes threat alerts to secure areas and wide‐area alerts to inform the public in the case of an emergency.\n\nThis application is particularly appealing due to the amount of visitors that come to Central Florida. They have very little or no knowledge of the area and therefore during emergencies may miss out on critical moments just trying to find a hospital. Instead, this ITS application can notify the correct authorities to respond more quickly. Another benefit is the use of this for severe weather alerts due to Florida’s subjection to hurricanes and other natural elements. Again, this could also be used for transit as well. Agencies could have supportive roles, tied to the network and able to alert the proper authorities when incidents do occur.","$$","$$","Emergency Notification & Personal Security works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","https://trid.trb.org/view.aspx?id=715079","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Emergency Notification & Personal Security","Emergency Notification and Personal Security enables travelers to notify appropriate response personnel regarding the need for assistance due to emergency or non‐emergency situations. Notifications can be initiated manually or automatically based on data. This strategy also includes threat alerts to secure areas and wide‐area alerts to inform the public in the case of an emergency.\n\nThis application is particularly appealing due to the amount of visitors that come to Central Florida. They have very little or no knowledge of the area and therefore during emergencies may miss out on critical moments just trying to find a hospital. Instead, this ITS application can notify the correct authorities to respond more quickly. Another benefit is the use of this for severe weather alerts due to Florida’s subjection to hurricanes and other natural elements. Again, this could also be used for transit as well. Agencies could have supportive roles, tied to the network and able to alert the proper authorities when incidents do occur.","$$","$$","Emergency Notification & Personal Security works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","https://trid.trb.org/view.aspx?id=715079","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","$$","$","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Arterial","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","ArterialRoadwayEvacuation Route (improvements to support designation)Non-recurring","Work Zone Management","IN DEVELOPMENT","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Evacuation Route (improvements to support designation)","Non-recurring","ArterialIntersectionEvacuation Route (improvements to support designation)Non-recurring","Work Zone Management","IN DEVELOPMENT","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","$","$$","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Disaster Response and Evacuation","Disaster Response and Evacuation uses ITS to enhance the ability of the surface transportation system to respond to disasters. The user service provides enhanced access to the scene for incident response personnel and resources via smart phones or in‐vehicle instrumentation. It provides better information about the transportation system within the vicinity of the disaster and provides more efficient and safer evacuations for the general public, if needed. In addition, the transportation system includes a wealth of trained professionals and resources that constitute a portion of the disaster response. The use of this technology through this lens is to prioritize, allocate and track these personnel and resources; providing a more effective response to disasters. Not only would these responses be more efficient, ITS solutions to disaster response and evacuation would help minimize confusion to the traveling public during a stressful event such as a hurricane evacuation.\n\nThere are no current implementations known, but Florida deals with an abundance of natural disasters due to hurricanes and tornados. Hurricane evacuations alone take an enormous of amount of preparation and coordination between multiple agencies, let alone adding a\ntransportation network moving people to safety. Stakeholders are on board with this application due to Florida’s disasters and truly, to have a fully ICM approach, this tactic must be included because this region must address these concerns.","$","$","Disaster Response and Evacuation works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/EmergencyManagement/documents.shtm","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Disaster Response and Evacuation","Disaster Response and Evacuation uses ITS to enhance the ability of the surface transportation system to respond to disasters. The user service provides enhanced access to the scene for incident response personnel and resources via smart phones or in‐vehicle instrumentation. It provides better information about the transportation system within the vicinity of the disaster and provides more efficient and safer evacuations for the general public, if needed. In addition, the transportation system includes a wealth of trained professionals and resources that constitute a portion of the disaster response. The use of this technology through this lens is to prioritize, allocate and track these personnel and resources; providing a more effective response to disasters. Not only would these responses be more efficient, ITS solutions to disaster response and evacuation would help minimize confusion to the traveling public during a stressful event such as a hurricane evacuation.\n\nThere are no current implementations known, but Florida deals with an abundance of natural disasters due to hurricanes and tornados. Hurricane evacuations alone take an enormous of amount of preparation and coordination between multiple agencies, let alone adding a\ntransportation network moving people to safety. Stakeholders are on board with this application due to Florida’s disasters and truly, to have a fully ICM approach, this tactic must be included because this region must address these concerns.","$","$","Disaster Response and Evacuation works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","http://www.fdot.gov/EmergencyManagement/documents.shtm","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Emergency Notification & Personal Security","Emergency Notification and Personal Security enables travelers to notify appropriate response personnel regarding the need for assistance due to emergency or non‐emergency situations. Notifications can be initiated manually or automatically based on data. This strategy also includes threat alerts to secure areas and wide‐area alerts to inform the public in the case of an emergency.\n\nThis application is particularly appealing due to the amount of visitors that come to Central Florida. They have very little or no knowledge of the area and therefore during emergencies may miss out on critical moments just trying to find a hospital. Instead, this ITS application can notify the correct authorities to respond more quickly. Another benefit is the use of this for severe weather alerts due to Florida’s subjection to hurricanes and other natural elements. Again, this could also be used for transit as well. Agencies could have supportive roles, tied to the network and able to alert the proper authorities when incidents do occur.","$$","$$","Emergency Notification & Personal Security works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","https://trid.trb.org/view.aspx?id=715079","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Emergency Notification & Personal Security","Emergency Notification and Personal Security enables travelers to notify appropriate response personnel regarding the need for assistance due to emergency or non‐emergency situations. Notifications can be initiated manually or automatically based on data. This strategy also includes threat alerts to secure areas and wide‐area alerts to inform the public in the case of an emergency.\n\nThis application is particularly appealing due to the amount of visitors that come to Central Florida. They have very little or no knowledge of the area and therefore during emergencies may miss out on critical moments just trying to find a hospital. Instead, this ITS application can notify the correct authorities to respond more quickly. Another benefit is the use of this for severe weather alerts due to Florida’s subjection to hurricanes and other natural elements. Again, this could also be used for transit as well. Agencies could have supportive roles, tied to the network and able to alert the proper authorities when incidents do occur.","$$","$$","Emergency Notification & Personal Security works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","https://trid.trb.org/view.aspx?id=715079","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Event Management","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Event Management","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Evacuation Route (improvements to support designation)","Non-recurring","FreewayRoadwayEvacuation Route (improvements to support designation)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Evacuation Route (improvements to support designation)","Non-recurring","FreewayInterchangeEvacuation Route (improvements to support designation)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring",{"$f":"CONCATENATE(A1858,B1858,C1858,D1858)","v":"ArterialRoadwayEmissions / IdlingNon-recurring"},"Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","$$","$$","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","$$","$","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","http://www.rtams.org/reportLibrary/100.pdf","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring","ArterialRoadwayEmissions / IdlingRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Non-recurring","ArterialRegional NetworkEmissions / IdlingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Emissions / Idling","Non-recurring","ArterialRoadwayEmissions / IdlingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Regional Network","Emissions / Idling","Recurring","ArterialRegional NetworkEmissions / IdlingRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Emissions / Idling","Recurring",{"$f":"CONCATENATE(A1922,B1922,C1922,D1922)","v":"ArterialRoadwayEmissions / IdlingRecurring"},"Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","$$","$","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","$","$","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","$$","$$","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","$$","$","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","$$$","$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring","FreewayRoadwayEmissions / IdlingRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Non-recurring","FreewayRegional NetworkEmissions / IdlingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Emissions / Idling","Non-recurring","FreewayRoadwayEmissions / IdlingNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Regional Network","Emissions / Idling","Recurring","FreewayRegional NetworkEmissions / IdlingRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Emissions / Idling","Recurring",{"$f":"CONCATENATE(A1986,B1986,C1986,D1986)","v":"FreewayRoadwayEmissions / IdlingRecurring"},"Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","$$$","$$$","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/automation-research","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","$$$","$$$","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","$$$","$$$","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","$$$","$$","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","$$","$","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","$$$","$$","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Interchange","Constrained ROW / Facility","Non-recurring","ArterialInterchangeConstrained ROW / FacilityNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Interchange","Constrained ROW / Facility","Recurring","ArterialInterchangeConstrained ROW / FacilityRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","$$","$","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring","ArterialIntersectionConstrained ROW / FacilityNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Recurring","ArterialRoadwayConstrained ROW / FacilityRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Recurring","ArterialIntersectionConstrained ROW / FacilityRecurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Roadway","Constrained ROW / Facility","Non-recurring","ArterialRoadwayConstrained ROW / FacilityNon-recurring","Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Arterial","Intersection","Constrained ROW / Facility","Non-recurring",{"$f":"CONCATENATE(A2050,B2050,C2050,D2050)","v":"ArterialIntersectionConstrained ROW / FacilityNon-recurring"},"Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","$","$","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Intersection","Constrained ROW / Facility","Recurring","FreewayIntersectionConstrained ROW / FacilityRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","$$","$$","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","$$","$$","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","$$$","$$$","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","$$","$$","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","$$","$$","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Intersection","Constrained ROW / Facility","Recurring","FreewayIntersectionConstrained ROW / FacilityRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","$$","$$","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","$","$$$","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","$$$","$","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Intersection","Constrained ROW / Facility","Non-recurring","FreewayIntersectionConstrained ROW / FacilityNon-recurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Intersection","Constrained ROW / Facility","Recurring","FreewayIntersectionConstrained ROW / FacilityRecurring","Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Non-recurring","FreewayRoadwayConstrained ROW / FacilityNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Non-recurring","FreewayInterchangeConstrained ROW / FacilityNon-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Constrained ROW / Facility","Recurring","FreewayRoadwayConstrained ROW / FacilityRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Constrained ROW / Facility","Recurring","FreewayInterchangeConstrained ROW / FacilityRecurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","$","$","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring",{"$f":"CONCATENATE(A2114,B2114,C2114,D2114)","v":"ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficNon-recurring"},"Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","$$","$$","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://safety.fhwa.dot.gov/ped_bike/","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","$$","$","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Enhance bike/ped infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","$$","$$","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","$$","No$","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","$$","$$","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","$$$","$","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficRecurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialRoadwayBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Bike/Ped close proximity to heavy or high-speed traffic","Non-recurring","ArterialIntersectionBike/Ped close proximity to heavy or high-speed trafficNon-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","$$","$$","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","$$","+$","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","http://ops.fhwa.dot.gov/arterial_mgmt/","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","$$$","$$","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","$$$","$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring",{"$f":"CONCATENATE(A2178,B2178,C2178,D2178)","v":"ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring"},"Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","$","$","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Arterial","Intersection","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","ArterialIntersectionAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","$$$","+$","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/Publications/Blurbs/158960.aspx","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRegional NetworkAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Regional Network","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRegional NetworkAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","$$$","$$","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","$$$","$$$","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","$$$","$$","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","$$","$$","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","$$$","$$$","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","$$$","$","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","$$","$$","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","$$$","$","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring",{"$f":"CONCATENATE(A2242,B2242,C2242,D2242)","v":"FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring"},"Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","$$$","$$","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","$","$$","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","$$","$$","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Non-recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Non-recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Roadway","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayRoadwayAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
["Freeway","Interchange","Atypical Weekend / Weekday Split (e.g., large weekend volumes)","Recurring","FreewayInterchangeAtypical Weekend / Weekday Split (e.g., large weekend volumes)Recurring","Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]

{"sheet":"Strategies Final","index":2,"n_rows":105,"n_cols":10,"rows_kept":105,"cut":false,"hidden":true,"merged":[]}
[null,"Strategies","General Description","Additional Information","Complementary Strategies","Conflicting Strategies","Example Benefit-Cost Ratio","Proven TSM&O Strategy Handout Link","Capital Costs","Operating Costs"]
[null,"Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","http://ops.fhwa.dot.gov/arterial_mgmt/","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 4's Active Arterial Management program, conducted using the TOPS-BC application, identified the BCR for each major roadway included in the AAM program. The aggregate BCR was estimated to be 10.05 for the entire system. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$","$$$"]
[null,"Adaptive Ramp Metering","Adaptive Ramp Metering involves the installation of traffic signals at the end of entrance ramps to freeways and expressways. Sensors on the mainline detect prevailing traffic conditions and specially developed algorithms are used to meter traffic from the on ramp onto the mainline. This minimizes the disruption to mainline traffic flow caused by additional traffic entering at on ramps. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner, avoiding “bottle neck” concerns and improving safety. A further evolution of this strategy involves the use of adaptive traffic signal control techniques to identify bottlenecks, automatically detect incidents and integrate the ramp meters with adjacent arterial traffic signal operations. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for the traffic performance of a corridor. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions, as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. In addition, the ramp queue should be reviewed and monitored to ensure that it does not negatively affect the arterials. ","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/5_1.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/ramp_mgmnt.htm","Adaptive Ramp Metering works well with these other TSM&O strategies:\n-Roadway Widening (to expand ramp capacity)\n-Roadway Widening (to expand adjacent arterial facility)\n-Integrated Corridor Management (ICM)\n-Dynamic Junction Control\n-Adaptive Signal Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Route Guidance","Adaptive Ramp Metering may not work well with Dynamic Junction Control, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","The Benefit-Cost Analysis of a hypothetical centrally controlled ramp metering project, conducted using the TOPS-BC application, estimated a BCR of 46.32. Travel time was identified as the largest benefit for a hypothetical ramp metering project. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$","$$"]
[null,"Adaptive Signal Control","Adaptive Signal Control responds more intelligently to fluctuations in traffic patterns by utilizing sensors for traffic data, and specially developed algorithms that then take the traffic data and derive signal timings that are customized to the prevailing conditions. Traffic signal timings adapt continuously to the changes and fluctuations in traffic flows, optimizing the control of traffic along corridors. These systems can account for changes in traffic speeds due to severe weather or unique situations.\n\nAccording to NCHRP Synthesis 403 “Adaptive Traffic Control Systems: Domestic and Foreign State of Practice,” there are more than 25 major implementations of adaptive traffic signal control in the United States. These include Orange County, Seminole County and Volusia County in Central Florida. The adoption of this strategy has significantly improved traffic flow along major arterials in some instances, providing benefits in time and fuel savings and an enhanced user experience.","https://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/asct-faqs.cfm\nhttp://www.fdot.gov/traffic/ITS/ArterialManagement/FDOT_ASCT.pdf","Adaptive Signal Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Signal Priority\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Adaptive Signal Control in Greeley and Woodland Park, Colorado, conducted using the TOPS-BC application, projected BCRs of 3.79 and 6.10 for two similar urban arterials. \n\nAlso, another BCA of Adaptive Signal Control was conducted for an unnamed principle arterial (urban). The TOPS-BC application estimated a BCR of 5.64. \n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$$","$$"]
[null,"Adaptive and Intelligent Streetlights","Adaptive and Intelligent Streetlight technology automatically adjusts the brightness of streetlights based on need, time of day, etc. This technology also includes sensors that can detect issues within the streetlight and relay that information to the local jurisdiction for maintenance or repair, instead of waiting for customers or mobile teams to identify and report the issue. These intelligent streetlights allow operators remote access to adjust the brightness and runtime of the LED bulbs based on various conditions (inclement weather, longer/shorter days, etc.). Adaptive and Intelligent Streetlight technology has the ability to improveness brightness when appropriate, reduce maintenance costs, provided longer bulb life, and improve customer satisfaction.","https://www.ge.com/reports/post/117014152735/fast-and-luminous-these-lights-are-so-bright/\nhttps://icma.org/sites/default/files/Smart%20Solutions%20Technology%20Serving%20Communities%20E-Book.pdf\nhttps://www.echelon.com/assets/blt339a50e1c88306c2/Navigant%20Research-Echelon%20Smart%20Street%20Lighting%20White%20Paper%20-%20Full%20Report.pdf","Adaptive and Intelligent Streetlights may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Enhance Bike/Ped Infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Archived Data","Archiving data is the process of moving data that is no longer actively used to a separate storage device for long‐term retention. This data may be older information, but it is still important to a particular agency and could be used for future reference. Additionally, there are regulatory compliance laws regarding the retention of this information. This strategy recognizes the value of data that can be generated by ITS. In particular, data from transportation operations can be brought to a centralized location and used for performance management that can then be repurposed for future planning. Data is likely to be generated by multiple sources, including freeway management, traffic signal control, transit ticketing and electronic toll collection systems, among others. This strategy takes a look at the best way for data to be stored, named, shared, disseminated and easily accessible.\n\nThe volume of data transportation agencies see, store and have available within the Central Florida region is growing in leaps and bounds. Advances in data science help to reduce the cost of data storage and management. The region is also continuing to conduct performance\nmeasures, discussed later in this section, on transportation initiatives and develop results‐driven investment programs. The use of data to show performance measurements and return‐oninvestments is an important element when it comes to determining and funding for future initiatives.","http://www.fdot.gov/planning/statistics/symposium/2014/BigDataTransport.pdf\nhttp://www.cflsmartroads.com/projects/design/tsp/Regional_integrated_corridor_mgmt/FDOT%20Production%20Big%20Data%20Platform.pdf","Archived Data works well with these other TSM&O strategies:\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Arterial Access Management","Arterial access management is an area of emphasis for FDOT and Central Florida. Access management is defined by FDOT as the careful planning of the location, type, and design of access to businesses and major facilities. Access management can improve safety by reducing the number of conflict points—particularly those involving unsignalized left turns from driveways. In specific situations, access management can also reduce delay by separating conflicting movements. ","https://ops.fhwa.dot.gov/access_mgmt/docs/benefits_am_trifold.htm\nhttps://ops.fhwa.dot.gov/publications/amprimer/access_mgmt_primer.htm\nhttps://safety.fhwa.dot.gov/provencountermeasures/corridor_access_mgmt/","Arterial Access Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-En-route Driver Information\n-Route Guidance\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","+$"]
[null,"Asset Management","ITS systems are comprised of a complex network of fiber optic cables, electrical cables, wireless communications, and an array of field devices. This strategy is a central location, or database, where assets are recorded and managed; basically a way to inventory an entire transportation system and be able to track where this equipment is installed and maintained. Keeping track of the constantly changing system, whether it is expansion, maintenance, and/or upgrades is imperative. An asset management database tool would help manage the overall ITS system.\n\nThis database would help operate and maintain ITS deployments throughout the region. Furthermore, in various sections of this ITS Master Plan, there is the idea of sharing resources regionally, where applicable, to cut down on costs. Asset Management has been brought up as\npotentially serving as a shared resource; for example, one regional asset management database is agreed upon and administrative positions help to maintain this database. Field crews can call up this resource, let them know what equipment has been installed, maintained or removed and this database keeper can input the information – serving as record keeper and a Quality Control process combined.","http://www.fdot.gov/planning/TAMP/TAMP-2015.pdf\n","Asset Management supports these TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Managmeent (TIM)\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Automated Roadside Safety Inspection","Automated Roadside Safety Inspection makes use of data from the commercial vehicle electronic clearance applications and enables more selective and rapid inspections of freight vehicles and goods. Sensors and diagnostic equipment are used to check vehicle systems and driver requirements. For instance, automated inspection equipment can be implemented to remotely test commercial trucks for faulty equipment, such as non‐functioning brakes. Although there are no current implementations identified so far, this strategy could potentially reduce operating costs for trucking companies while reducing the resources required for inspection.\n\nWeigh‐In‐Motion is another technology for determining the weight of a commercial vehicle without requiring it to stop on a scale – an automated inspection technique that is used and the beginning to a more comprehensive Automated Roadside Safety Inspection approach. There are\ncurrently 10 Weigh‐In‐Motion stations in Florida.","http://www.irdinc.com/public/uploads/downloads/1509636040_Automation_Technologies_CVO_Screening_ITSWC_17.pdf","Automated Roadside Safety Inspection works well with these other TSM&O strategies:\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Automated Vehicle Operation","Automated Vehicle Operation, or Autonomous Vehicles, enables vehicles to be operated autonomously with no human intervention. This is the ITS Master Plan’s “end goal” in terms of selecting strategies that can be done presently in preparation for autonomous driving. The possibilities would be endless and would enable autonomous demand actuated transportation services using a fleet of autonomous vehicles. Transit operations of busses could be done autonomously; saving labor costs. Safety is the primary driving factor for implementing such a strategy. Every major vehicle manufacturer with a presence in the US market is currently working on an autonomous vehicle program, as well as Tesla, Apple and Google. In addition, an autonomous vehicle testbed is being established on a Tampa Hillsborough County Expressway Authority toll road. Although this will be driven by the automotive manufacturers, the potential impact of autonomous vehicles, safety, efficiency and user experience make this a strategy that should be monitored closely by Central Florida transportation agencies. Suggested costs are associated with the investments necessary to prepare roadway infrastructure for Vehicle to Infrastructure (V2I) communications (\"connected vehicle\") and operate & maintain the new communications equipment.","https://ops.fhwa.dot.gov/regulationpolicy/avpolicyactivities/index.htm","The following strategies may support Automated Vehicle technologies:\n-Adaptive Signal Control\n-Communications/Network upgrades (fiber)\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption\n-Regional Payment System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$$"]
[null,"Autonomous Fixed Route Transit","Autonomous Fixed Route Transit is a relatively new technology. As of March 2018, there are no automated vehicles in revenue service. There are several pilots around the United States and the world, however. The primary feature of this strategy is an automated, driver-less transit vehicle operating along a fixed route. There are several challenges involved in the development and establishment of an automated transit service, including: fare collection, security and authority on-board (currently provided by the bus driver), the large upfront costs associated with developing the necessary digital and physical infrastructure, and the limitations of the current technology (operating speeds under 25mph). There are a number of questions still to be determined by Federal Transit Administration (FTA) and transit providers. Still, transportation practitioners across the industry are excited at the prospects of an autonomous transit service due to the expected benefits: improved safety from a reduction in crashes, improved travel time reliability and service availability, improved customer satisfaction, and operational efficiency.","https://www.transit.dot.gov/automation-research","Autonomous Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Electric Fixed Route Transit \n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Communications/Network Upgrades (fiber)\n-Install Bluetooth\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$$"]
[null,"Bicycle Alert System","Bicycle Alert Systems are innovative ITS solutions that focus on the safety of the bicyclists. Bicycle warning systems can use detectors and electronic signs to identify bicycle traffic and notify motorists when a cyclist is in an upcoming segment. Other solutions include: GIS/GPS bike route mapping, bicycle safe rumble strips, trail-roadway intersections, shared lane signing markings and automated bicycle parking.","https://safety.fhwa.dot.gov/ped_bike/","Bicycle Alert System incorporates a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Install Bluetooth","Bluetooth readers provide point‐to‐point travel time information reading vehicle transponders and matching them at the different collection points to calculate a travel time. Bluetooth devices, such as smartphones and many newer vehicles, have a unique media access control (MAC) address which is transmitted short distances. In order to calculate travel time using Bluetooth, roadside Bluetooth readers are implemented at strategic locations along the corridor for which travel times are to be determined. The system works by having an initial Bluetooth reader pick up the MAC address and then a second Bluetooth reader farther along the corridor identify the same MAC address. This information is then processed to calculate the travel time. Bluetooth readers can communicate with their central software using either cellular or Ethernet configurations. The Bluetooth readers can be deployed anywhere along the corridor, but are often placed at existing signalized locations and connected to an Ethernet port on the Ethernet switch in the traffic signal cabinets for data transfer. Another option could be through independent cellular and solar powered locations, which are typically used for mid-block locations or remote intersections. The FDOT’s Approved Products List (APL) currently has three types of Bluetooth readers/vendors; BlueTOAD, BlueMAC, and Iteris.\n\nSince Bluetooth technology has become more widely deployed in recent years, the cost of implementation for field devices is relatively low for the amount of useful data they provide. A disadvantage is that the Bluetooth devices which are being read can be turned off by the owner, making them impossible to read. Another disadvantage is the range of the Bluetooth readers can be limited, leading to missed potential data points. These disadvantages contribute to the low sample size Bluetooth readers collect. Previously, Bluetooth readers were not able to detect Bluetooth devices which had active connections to other Bluetooth devices (i.e., cell phone connected to vehicle), but now they can. Because of this advancement in Bluetooth reader technology, the match percentage is now typically about 15 percent of total vehicles passing the Bluetooth reader. (from Sumter County ATMS Master Plan Phase II)","https://ops.fhwa.dot.gov/publications/fhwahop13029/ch2.htm\nhttps://ops.fhwa.dot.gov/wz/p2p/pmwkshop053013/shaw/shaw.htm\nhttp://roads.maryland.gov/OPR_Research/MD-12-SP909B4D-Bluetooth-Traffic-Detectors_Report.pdf","Blueooth installation works well with or supports these strategies:\n-Adaptive Signal Control\n-Communications/Network Upgrades (Fiber)\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption (Emergency Vehicles)","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Bus Rapid Transit","Bus Rapid Transit (BRT) has been defined by the FTA as a 'rapid mode of transportation that can provide the quality of rail transit and the flexibility of buses.' BRT is an integrated system of facilities, equipment, services, and amenities that improves the speed, reliability, and identity of bus transit. BRT is essentially a rubber-tired light rail transit with greater operating flexibility and potentially lower costs. ","http://www.trb.org/Publications/Blurbs/158960.aspx","Bus Rapid Transit works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","+$"]
[null,"Install CCTV","A closed-circuit television (CCTV) system for roadways allows traffic operators to respond to roadway issues more quickly and effectively. This includes identifying traffic accidents, verifying reported accidents, and allows operators to make appropriate adjustments to the surrounding network's operations (ramp gate closures, DMS updates, etc.). CCTV can also be used to monitor traffic patterns, adverse weather conditions, wrong-way driving, and delays along standard facilities and work zone areas. CCTVs may also spot criminal activity; operators can alert law enforcement to the issue, verify the issue, and provide guidance to law enforcement officers on location and situation. ","https://www.pcb.its.dot.gov/t3/s160316/s160316_TMC_Video_Best_Practices_presentation_Keltner.asp\nhttps://ops.fhwa.dot.gov/publications/fhwahop06006/chapter_5.htm","CCTV installation  works well with or support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Communications/Network Upgrades (Fiber)\n-Traffic Management Center (TMC)\n-Traffic Incident Management (TIM)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Commercial Vehicle Administration Process","Commercial Vehicle Administrative Processes is an information management system used to streamline the processes through which carriers purchase credentials. Processes consist of all activities and transactions that must take place in order for commercial vehicles to legally operate on the nation’s roadways. This application also allows carriers to electronically report vehicle registration, carrier operating authority, fuel tax registration, permitting and mileage reporting. FDOT is implementing this strategy as a part of their commercial vehicle information systems and networks program.","https://www.fhwa.dot.gov/publications/research/operations/its/jpo99037/fotadmin.pdf","Commercial Vehicle Administration Process works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Electronic Clearance\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$","$"]
[null,"Commercial Vehicle Electronic Clearance","Pre‐screened truck drivers are entitled to equip their vehicles with an electronic transponder. This allows enforcement personnel to automatically check safety, credentials, size and weight of the vehicle prior to inspection site locations. This strategy reduces operating costs for truck companies while reducing the resources required for enforcement. Given the strategic importance of freight movement within the state of Florida, the strategy would be relevant in assisting more cost‐effective freight operations. A commercial vehicle electronic clearance program known as Pre‐Pass is currently available at more than 300 facilities in 30 states.","https://ntl.bts.gov/lib/24000/24900/24974/Ch7.pdf\nhttp://www.fdot.gov/traffic/traf_incident/Projects_CVO/CVISN.shtm","Commercial Vehicle Electronic Clearance works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Freight Mobility\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","The Commercial Vehicle Information Systems and Network (CVISN) program, implemented by the FMCSA, provided for electronic credentialing, safety information exchange, electronic screening, Smart Roadside, and Driver Information Sharing. FHWA determined that the CVISN ranged from a 1.9 to a 7.5 BCR, depending on system configuration, level of deployment, and crash avoidance benefits gained. \n\nFHWA further determined that just the electronic credentialing of the CVISN program yielded a 2.6 BCR nationally.\n \n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$","$"]
[null,"Communications/Network Upgrades (Fiber)","Fiber optic cable comes with several benefits over standard copper wiring for ITS infrastructure: extremely high bandwith, data security, resistance to electromagnetic interference, lightweight and smaller size, and low costs compared to copper. As ITS infrastructure improves, information and data will increase dramatically. Upgrading current communications infrastructure to fiber optic will improve the flow of data. This means more CCTVs, bluetooth, and other devices can be incorporated into the roadway network, allowing for improved operations and data collection. ","http://www.fdot.gov/design/Training/DesignExpo/2015/presentations/FiberDesignforTrafficSignalsandITSProjectsforDesigners-MikeLubin.pdf","Communications/Network Upgrades (Fiber) support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Complete Streets","Complete Streets are streets designed and operated to provide safety and support mobility for ALL users. The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient. \n\nComplete Streets approaches will vary based on community context. They may address a wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete Streets practices are intended to reduce motor vehicle crashes and risk to bicyclists and pedestrians. Alternative transportation modes, such as biking, walking, or transit, are encouraged through proper execution of Complete Streets concepts. Studies have also shown that walkable spaces, a common feature of Complete Streets, can provide positive health benefits to users, relating to physical activity.  ","https://www.transportation.gov/mission/health/complete-streets\nhttps://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm\nhttps://www.concordnh.gov/DocumentCenter/View/1790\nhttp://www.concordnh.gov/DocumentCenter/View/1772","Complete Streets may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","Complete Streets focuses on improving mobility for all users and reducing motor vehicle crashes. This typically involves a roadway diet or repurposing of existing right-of-way to accommodate more bike/ped or transit infrastructure. For this reason, roadway widening generally conflicts with Complete Streets. ","The Concord Downtown Complete Streets Improvement Project identified a benefit/cost ratio of 3.41 : 1 (3% discount rate). Identified benefits include: state of good repair (O&M cost savings), economic competitiveness, livability, sustainability, and safety. Their 2012 TIGER Grant application (http://www.concordnh.gov/DocumentCenter/View/1772) discusses the methodology and results of the Benefit/Cost Analysis in more detail.   ","PENDING","$$","$"]
[null,"Connected Vehicles","A \"Connected Vehicle\" is a vehicle that uses any number of different communication technologies to communicate with the driver, other vehicles (Vehicle-to-Vehicle [V2V]), roadside infrastructure (Vehicle-to-Infrastructure [V2I]), and other devices (Vehicle-to-Everything [V2X]). Connected Vehicles produce, distribute, and receive large quantities of data in order to provide the driver or automated driving system (ADS) more information with which to use while operating a motor vehicle. V2V communications occur between vehicles, meaning the public investments required to support such communications are minimal. However, V2I communications will require considerable investments from public agencies to provide the infrastructure necessary to support such communications. V2I requires roadside units (RSU) to be able to communicate to the vehicle's on-board unit (OBU). The V2V, V2I, and V2X communications improve the operational capabilities of the \"connected vehicle,\" providing such useful information as: a disabled vehicle up ahead blocking a lane; congestion and reduced speeds up ahead; blind spot alerts; and pedestrians nearby.This information allows drivers or automated systems to adjust their speed, route, and general operation of the vehicle in a more efficient manner. In addition to operational improvements, V2I communications also provide a large source of real-time data that can be used by transportation agencies to improve their roadway network, measure performance, and allocate resources more effectively.  \nNOTE: \"Connected Vehicle\" only refers to a vehicle's ability to communicate to the driver and/or its surroundings.","http://autocaat.org/Technologies/Automated_and_Connected_Vehicles/\nhttps://www.its.dot.gov/pilots/\nhttps://www.its.dot.gov/v2i/\nhttps://www.nhtsa.gov/technology-innovation/vehicle-vehicle-communication","The following strategies may support Connected Vehicle technologies:\n-Adaptive Signal Control\n-Communications/Network upgrades (fiber)\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption\n-Regional Payment System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Connected Vehicles - In-vehicle Information","In‐vehicle Information involves the delivery of information to drivers using Connected Vehicle technologies. The Connected Vehicle technologies can either be dedicated by short range communications between the vehicle and the roadside or wide‐area cellular wireless\ntechnologies. The information content delivered to the driver is likely to come from private sector information providers working in cooperation with automotive suppliers. In‐vehicle information allows different messages to individual drivers and enables drivers to have access to quality information to enable decisions regarding traffic condition, routes and other service availabilities.","IN DEVELOPMENT","The following strategies may support Connected Vehicle technologies:\n-Adaptive Signal Control\n-Communications/Network upgrades (fiber)\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption\n-Regional Payment System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Connected Vehicles - Probe Vehicle Data","Probe Vehicle Data makes use of Connected Vehicle technology to extract data from the carrier network and make it available to a central\nlocation. The data can range from instantaneous vehicle speed, vehicle location and vehicle identification to extremely detailed information\nregarding the performance of the engine, the vehicle and the driver.","IN DEVELOPMENT","The following strategies may support Connected Vehicle technologies:\n-Adaptive Signal Control\n-Communications/Network upgrades (fiber)\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic SIgnal Preemption\n-Regional Payment System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Controller Upgrades","Upgrading an existing signal controller to an Advanced Transportation Controller (ATC) will allow transportation practitioners to pursue more advanced traffic management efforts. ATC's are required for certain projects such as Active Arterial Management (AAM), connected vehicle communications, and other activites. Controller upgrades are a key component in establishing some of the more advanced TSM&O efforts listed in this Strategy Guide. ","http://www.ite.org/standards/ATCController/\nhttps://www.ite.org/standards/atc/index.asp\nhttp://www.westernstatesforum.org/Documents/2013/presentations/ODOT_Spencer_FINAL_ATC_Standards.pdf","Controller upgrades work well with or  support these strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (Fiber)\n-Signal ATMS\n-Advanced Intersection Detection\n-Traffic Management Center (TMC)\n-Integrated Corridor Management (ICM)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)\n-Traffic Signal Preemption","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Corridor Pricing","Electronic toll collection and dynamic pricing can also be extended to cover other modes of transportation along the corridor. In addition to tolls being varied by time of day or by prevailing traffic conditions, transit fares could also be varied and parking fees could be varied in order to conduct demand management. This tactic provides the ability to create a balanced approach to operations and management of corridor facilities across multiple modes. It also helps to ensure that the users or travelers get the maximum value for their money by supporting optimized transportation operations. No current implementations are identified so far and additionally, nearly 1/3 of participants did not view it as a viable option at this point with so many other agreeable options (dynamic pricing). On the other hand, some stakeholders do acknowledge this strategy in their Master Plans and Long Range Transportation Plans.\n\nCorridor Pricing is similar to demand pricing, though instead of a focus on a given geographic area, this approach is concerned with multimodal congestion pricing strategies along a specific facility. ","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","Corridor Pricing works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Dynamic Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Cycle Track","A cycle track is an exclusive bike facility that provides separation from both pedestrians and motor vehicles, creating a better user experience for bicyclists, and improving safety for all modes. Cycle tracks can be one-way or two-way, and can be either raised alongside the road or given a protective barrier via bollards or on-street parking. If executed properly, cycle tracks should make bicyclists more comfortable due to their distance and protection from travel lanes. It also reduces the risk/fear of collisions with over-taking vehicles and \"dooring.\"","https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/","A Cycle Track may work well with or support these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Roadway Diet\n-Complete Streets\n-Adaptive and Intelligent Streetlights\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Midblock Crossings\n-Adaptive and Intelligent Streetlights\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Transit Roadside Feature Upgrades\n-Autonomous Fixed Route Transit\n-Electric Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Data Management - Big Data","Big Data makes use of data analytics where techniques have been developed beyond transportation to handle the emerging big data sets that transportation systems generate. The strategy involves a data platform technology to bring together multiple disparate data sets into a common format and location. This also involves the use of discovery tools to understand patterns and trends from within the data and develop new analytics for performance management and results driven investment programs.\n\nPlanners and engineers in Central Florida have observed that the application of Big Data techniques through the implementation of a Big Data Solution Center will yield substantial value to transportation planning and operations in the region. High‐performance big data analytics, such as text mining, have the potential to generate significant value from data, providing answers and delivering a competitive advantage to decision‐makers. Even information gathered from social media, electronic articles and third‐party vendors are open sources of readily available information, and also maintain databases of user related information that can be accessed in real‐time.\n\nThe information that can be derived from big data holds the power to revolutionize traffic operations and transportation planning. It holds the potential for the future adoption of scientific approaches to traffic engineering and transportation management. The importance of accurate, reliable data in transportation analyses is paramount to sound decisions in planning, designing, operating, and maintaining the transportation system.","http://www.fdot.gov/planning/statistics/symposium/2014/BigDataTransport.pdf\nhttp://www.cflsmartroads.com/projects/design/tsp/Regional_integrated_corridor_mgmt/FDOT%20Production%20Big%20Data%20Platform.pdf","Data Management - Big Data works well with these other TSM&O strategies:\n-Archived Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Data Management - Transportation Data Analytics","Transportation Data Analytics can be used to guide effective operations and planning within Central Florida. The University of Maryland has provided the use of a “Regional Integrated Transportation Information System (RITIS)” ‐ an automated data sharing, dissemination, and archiving system that includes many performance measure, dashboard, and visual analytics tools that help agencies to gain situational awareness, measure performance, and communicate information between agencies and to the public. FDOT already sends their data to\nRITIS or other data gathering platforms. Between this already implemented strategy and the pilot Big Data initiative, data will receive the focus needed from multiple agencies in order to produce performance measures that quantitatively define how ITS benefits a region.","http://www.fdot.gov/planning/statistics/symposium/2014/BigDataTransport.pdf\nhttp://www.cflsmartroads.com/projects/design/tsp/Regional_integrated_corridor_mgmt/FDOT%20Production%20Big%20Data%20Platform.pdf","Data Management - Transportation Data Analytics works well with these other TSM&O strategies:\n-Archived Data\n-Data Management - Big Data\n-Performance Measurement","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Demand Pricing","Another form of electronic toll collection is Demand Pricing, or congestion/cordon pricing. This is a fee or tax paid by users to enter a restricted area, usually within a city center, as a part of a demand management strategy to relieve congestion within that area. Travelers would simply pay a fee if they reach within a certain radius of the area of restriction. In most cases, the objective of this strategy is to relieve congestion within the restricted area; not only for traffic, but for parking as well. Whereas dynamic pricing (variable tolls) is generally concerned with existing toll facilities, demand pricing is more concerned with congestion management in a geographic area (e.g., CBD, event location, etc.). \n\nThis strategy could be used to deter drivers from entering metropolitan areas during major events or during peak hours of the day. It would encourage users to park and ride into these restricted areas – by effectively getting travelers to ride into the controlled area, rail systems and transit can ultimately benefit. Demand Pricing can be found in London, Singapore, and Stockholm. There is much validity in this strategy due to the nature of it discouraging high levels of traffic and promoting transit services a truly integrated multi‐modal system. However, many stakeholders do not view this as a tool within Central Florida’s tool box at this time.","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","Demand Pricing work well with these other TSM&O strategies:\n-Active Arterial Management (AAM)\n-Travel Demand Management (TDM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Electronic Toll Collection\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$$","$$"]
[null,"Disaster Response and Evacuation","Disaster Response and Evacuation uses ITS to enhance the ability of the surface transportation system to respond to disasters. The user service provides enhanced access to the scene for incident response personnel and resources via smart phones or in‐vehicle instrumentation. It provides better information about the transportation system within the vicinity of the disaster and provides more efficient and safer evacuations for the general public, if needed. In addition, the transportation system includes a wealth of trained professionals and resources that constitute a portion of the disaster response. The use of this technology through this lens is to prioritize, allocate and track these personnel and resources; providing a more effective response to disasters. Not only would these responses be more efficient, ITS solutions to disaster response and evacuation would help minimize confusion to the traveling public during a stressful event such as a hurricane evacuation.\n\nThere are no current implementations known, but Florida deals with an abundance of natural disasters due to hurricanes and tornados. Hurricane evacuations alone take an enormous of amount of preparation and coordination between multiple agencies, let alone adding a\ntransportation network moving people to safety. Stakeholders are on board with this application due to Florida’s disasters and truly, to have a fully ICM approach, this tactic must be included because this region must address these concerns.","http://www.fdot.gov/EmergencyManagement/documents.shtm","Disaster Response and Evacuation works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Dynamic Fare Reduction","Dynamic Fare Reduction utilizes sensors to monitor traffic and transportation conditions along the corridors. In times of high congestion for private vehicle traffic, the transit fares along the corridors are reduced to encourage a switch from private vehicles to transit. Traveler information systems communicate this fair change to the traveling public. Passenger counters and other sensors are used to establish the occupancy of transit vehicles to ensure that sufficient spare capacity exists to accommodate the anticipated shift.\n\nAs part of an ICM implementation, this strategy would make transit more attractive along regional corridors in Central Florida. It would also provide transit operators with the flexibility to adjust vehicle assignments to optimize operations and costs. This strategy is noteworthy but in instances where counties and MPOs drive the cost of fares, it would need to be considered by those institutions before a definitive decision is made whether to implement this strategy.","https://ops.fhwa.dot.gov/atdm/approaches/adm.htm","Dynamic Fare Reduction works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Dynamic HOV & Managed Lanes","Dynamic HOV & Managed Lanes is principally a “freeway within a freeway” where a set of lanes within the freeway are separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, Managed Lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool or use transit along the corridors in which they are installed. Examples of Managed Lanes include HOV lanes, value priced lanes, or highoccupancy toll (HOT) lanes. Managed Lanes solutions allow for transportation system user’s “choice”.\n\nThis strategy involves dynamically changing the qualifications for driving in a HOV or Managed Lane(s). HOV lanes (also known as car pool lanes or diamond lanes) are restricted traffic lanes reserved at peak travel times or longer for exclusive use of vehicles with a driver and one or more passengers, including carpools, vanpools and transit buses. The normal minimum occupancy level is two or three occupants. Many agencies exempt other vehicles, including motorcycles, charter buses, emergency and law enforcement vehicles, low emission vehicles, and/or single‐occupancy vehicles from paying a toll. In an Active Transportation and Demand Management (ATDM) approach, the HOV lane qualifications are dynamically changed based on real‐time or anticipated conditions on both the HOV and general purpose lanes. Qualifications that can potentially be dynamically adjusted include the number of occupants (e.g., from two to three occupants), the hours of operation, and the exemptions (e.g., change from typical HOV operation to buses only). Alternatively, the HOV restrictions could be dynamically removed, allowing general use of the previously Managed Lane.","https://ops.fhwa.dot.gov/freewaymgmt/hov.htm\nhttps://ops.fhwa.dot.gov/freewaymgmt/managed_lanes.htm","Dynamic HOV & Managed Lanes work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of FDOT District 6's I-95 Express Lanes project, conducted using the TOPS-BC application, identified a BCR of 6.97. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$$$","$$$"]
[null,"Dynamic Junction Control","Dynamic Junction Control is primarily a freeway and expressway application where lane assignments are controlled and dynamically assigned according to traffic conditions. Sensors installed in the ramps and mainline are used to determine traffic conditions and algorithms are used to assign lanes appropriately. For example, an inside right lane on the mainline could be closed in order to facilitate merging vehicles from an on‐ramp. A free‐flowing condition on the outside left lane from the on‐ramp would be created to eliminate the merged weave, allowing for traffic to vacate the arterials more quickly and efficiently get cars onto the mainline during applicable time periods. \n\nFor off-ramp locations, this may consist of assigning lanes dynamically either for through movements, shared through-exit movements, or exit-only. For on-ramp locations, this may invovle a dynamic lane reduction on the mainline upstream of a high volume entrance ramp, or might involve extended use of a shoulder lane as an acceleration lane for a two-lane entrance ramp which culminates in a lane drop.","https://ops.fhwa.dot.gov/publications/fhwahop14019/fhwahop14019.pdf","Dynamic Junction Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Lane Use Control\n-Dynamic Merge Control\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","Dynamic Junction Control may not work well with Adaptive Ramp Metering, as both strategies are intended to relieve mainline congestion issues through ramp access. Literature regarding the combination of these two strategies is not currently available. ","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Dynamic Lane Reversal","Dynamic Lane Reversal takes into account an imbalance between directional flows during the morning peak hours and evening peak hours. Therefore, lanes are dynamically reassigned using overhead variable message signs, maximizing the available capacity to the dominant traffic flow direction. This is typically considered a freeway and expressway application and has the ability to maximize available capacity and better match the travel demand. However, for grade separated arterials, this strategy is also viable. Typically, about half of the relevant stakeholders favor this strategy and see probable benefits, while others do not have the existing infrastructure or the need for such an application.","https://ops.fhwa.dot.gov/publications/fhwahop14019/ch5.htm \nhttps://ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/chapter8_01.htm","Dynamic Lane Reversal works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic HOV & Managed Lanes\n-Dynamic Lane Use Control\n-Dynamic Message Sign(s)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Dynamic Pricing\n-Corridor Pricing\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$$"]
[null,"Dynamic Lane Use Control","Dynamic Lane Use Control makes use of overhead variable message signs that are lane specific. During an incident, certain lanes can be opened or closed depending on the location of an incident. Approaching traffic can also be slowed down in increments well in advance of an incident and/or directed to change lanes. This strategy has the ability to maximize available capacity and better match the travel demand. This application would ultimately inform travelers making them aware of an irregular occurrence ahead of time in order to eliminate secondary crashes. This may be a plausible application and some of our region’s stakeholders have seen some merit in implementing it.","https://ops.fhwa.dot.gov/atdm/approaches/atm.htm","Dynamic Lane Use Control works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Dynamic Merge Control","Dynamic Merge Control, also known as dynamic late merger or dynamic early merge, is a technique that makes use of dynamic message signs or lane control signs approaching a merge point. The signs show advisory messages that encourage motorists to display direct and cooperative merging behaviors. It is typically applied on a part‐time basis during congested conditions. This strategy allows the driver to be informed ahead of time and eliminate last minute weave conditions. Improving merging behavior will have a significant influence on intersection capacity and could be used to improve the effectiveness of traffic  management on the region’s freeways and arterials. Areas without significant weaving may not benefit from this application, but it could be used in instances when a six‐lane roadway section goes down to four.","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Dynamic-Merge-Control-4-Pg.pdf\nhttps://ops.fhwa.dot.gov/wz/workshops/accessible/McCoy.htm","Dynamic Merge Control works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Dynamic Message Sign(s)","Dynamic Message Signs are electronic signs on the highway that provide drivers with real-time traffic alerts. Operated by staff at a Traffic Management Center (TMC), Dynamic Message Signs are effective at introducing new, pertinent information to drivers as they travel along arterials and freeways. Information provided include detour information, stop-and-go traffic, lane closures, estimated travel time to specific interchanges, parking information, etc. As Dynamic Message Signs provide on-the-fly information, they are required equipment for most dynamic traffic management strategies. ","https://ops.fhwa.dot.gov/travelinfo/dms/signs.htm ","Dynamic Message Signs are supplemental to the following strategies:\n-Dynamic Merge Control\n-Dynamic Junction Control \n-Dynamic Lane Reversal\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Queue Warning System\n-Dynamic Routing\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Pricing\n-Freight Mobility\n-Emergency Notification\n-Event Management\n-Work Zone Management","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Dynamic Overflow Transit Parking","Dynamic Overflow Transit Parking is a favored strategy among transit agencies and cities where these services are provided. Sensors are used to monitor the availability of parking around transit facilities and park‐and‐ride locations. When the sensors indicate that parking is nearing capacity, dynamic message signs and other information delivery techniques are used to guide drivers to overflow parking locations. \n\nThis strategy could improve the attractiveness of public transit to regional travelers by making it easier to find a parking space convenient to transit facilities. This would be particularly relevant to the SunRail project (which is wide reaching within the Central Florida region). Parking facilities for these additional stops could incorporate dynamic message signs to inform the traveling public of available parking and when parking has been filled and offer other viable options.","https://ops.fhwa.dot.gov/atdm/approaches/apm.htm","Dynamic Overflow Transit Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Dynamic Parking Guidance and Reservation","Dynamic Parking Guidance and Reservation is a good strategy when it comes to downtowns or special events that will fill parking garages to capacity, creating traffic on arterials. Sensors in both off‐street and on‐street parking slots are used to determine if a slot is available or occupied. This information is transmitted to a central back office, which then transmits the information to motorists looking for a parking space. The information to the motorist could then be delivered via dynamic message signs, to parking structures, or through the use of in‐vehicle information technologies or smart phones. A more advanced meshed version of dynamic parking reservation would also enable motorists to make advance reservation of parking spaces for an additional fee. Motorists can also be offered guidance to navigate to available slots.","http://trrjournalonline.trb.org/doi/pdf/10.3141/2324-09\nhttps://www.hindawi.com/journals/jat/2017/9452506/abs/","Dynamic Parking Guidance and Reservation works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Overflow Transit Parking\n-Dynamic Priced Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Dynamically Priced Parking","Dynamically Priced Parking is very much how it sounds. It makes use of smart parking meter technology and communications between parking meters in a central back office where, based upon parking garage capacity, parking rates are varied according to the demand for parking. Typically, the rates will be varied to achieve an occupancy rate of between 60% and 80% (which is regarded as optimum) to service parking demand, while minimizing the time taken to find a space.\n\nIt should be noted that this tool can have a dual effect on downtown parking. In the first instance, it becomes easier to find a parking space and to maximize the utilization of parking spaces. In the second instance, this strategy will support zeroing out of parking meters when the occupant leaves, requiring the next occupant to pay the full price. This can have a significant impact on parking revenue.","https://www.iea.org/media/workshops/2016/behaviour/Session_2_Ng.pdf\nhttp://www.nyc.gov/html/dot/html/motorist/parksmart.shtml","Dynamically Priced Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Dynamic Parking Guidance and Reservation\n-Dynamic Overflow Transit Parking\n-Travel Demand Management (TDM)\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Dynamic Pricing","Through electronic toll collection technologies, Dynamic Pricing (or variable tolls) takes this concept one step further by enabling the use of dynamic pricing on toll roads in the region. Pricing can vary dynamically based on time of day or sensors can be used to establish prevailing traffic conditions to drive the variation in tolls. In most cases, the objective of this strategy is to maintain the target level of service on the toll road. For instance, if traffic is moving slowly during Peak PM hours, tolling authorities may reduce pricing to encourage the use of an Express Lane (See the previous Managed Lanes Section). However, if the capacity of Express Lanes exceeds the intended use and speeds begin to drop, pricing is driven up to deter travelers from entering the Express Lanes.\n\nDynamic Pricing provides an additional demand management tool that helps with operational efficiency and preserving the customer experience. Several major cities in the United States implement dynamic pricing through the use of Express Lanes or Managed Lanes: Seattle, Atlanta, Houston and Miami. The I‐4 Ultimate PPP project, currently under construction with anticipated completion in 2021, will have Express Lanes that will dynamically change pricing. This strategy is ultimately a congestion management strategy first and a revenue generation strategy second.","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","Dynamic Pricing work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Park and Ride Lots\n-Travel Demand Management (TDM)\n-Electronic Toll Collection\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$$","$$"]
[null,"Dynamic Ridesharing","Dynamic Ridesharing makes use of information management systems to precisely match the supply of rides to the demand for rides. This enables travelers who wish to ride share to gain access to information on the possibilities. \n\nDynamic Ridesharing helps with the challenge of providing cost‐effective transit in major US cities, including Orlando. By increasing vehicle occupancy, more highway capacity can be utilized, and by minimizing the number of duplicate trips being made by single occupancy vehicles, demand can be managed. This could be of particular relevance during the construction period for the I‐4 Ultimate project.\n\nThere are numerous examples of ridesharing systems supported by the public sector across major cities in the USA. These include the commuter project in San Francisco, the Los Angeles smart traveler project, the Bellevue smart traveler project in Washington State and the\nSacramento area real‐time ridesharing matching project. There is also significant private sector activity in this area, and currently, the most prominent example of this is UBER and LYFT.","http://dynamicridesharing.org/\nhttps://ridesharechoices.scripts.mit.edu/home/wp-content/papers/AMEY_Thesis_Final.pdf\nhttps://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/projectreports/sb_sride_dynshare/index.htm","Dynamic Ridesharing works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","https://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/executive-summary/dynamic-rerouting-1-pg.pdf","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Part-time Shoulder Use","Dynamic Shoulder Lanes, also known as Hard Shoulder Running (HSR), consist of sensors in the highway continuously monitoring traffic conditions to determine when the shoulders should be brought into operation. This provides the ability for a highway to act as a high‐speed, higher capacity facility, with the shoulder used as a running lane. Implementation of this strategy may also require Variable Speed Limit, since the dynamic shoulder lane is usually at a slightly lower speed to keep within safety standards. Dynamic Shoulder Lanes are also known as “hard shoulder running” or temporary shoulder use.","https://ops.fhwa.dot.gov/publications/fhwahop15023/fhwahop15023.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop10023/chap4.htm","Dynamic Shoulder Lanes work well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The I-35W South project established in the Minneapolis-St. Paul area included high-occupancy toll (HOT) lanes, 2 new auxiliary lanes, Priced Dynamic Should Lane (PDSL), and ATM signing and strategies. The MnDOT identified a BCR of 6.0 for the project as a whole. \n(https://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/FDC8084ED7FACBC485257CA70071C641?OpenDocument&Query=Home)","PENDING","$$$","$"]
[null,"Dynamic Transit Capacity Assignment","Dynamic Transit Capacity Assignment is where data is collected regarding the performance of the transit fleet and real‐time demand for transit. Information management systems are then used to optimize schedules and aid in the assignment of transit vehicles based on current transit demand. This enables the transit operator to reconfigure the assignment of vehicles and drivers to address the areas of the network with peak demand, while maximizing the number of passengers on each vehicle. While this would help regional transit operators to optimize the use of vehicles, reduce operating costs and maximize the user experience; the transit industry would need to stick to minimums and not exceed maximums in terms of number of buses in order to keep reliability dependable.","https://www.trbappcon.org/2009conf/TRB2009papers/1803_2009_TRBApp_Fisher_Scherr_Dynamic_Transit_Assignment.pdf","Dynamic Transit Capacity Assignment works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Dynamic Wayfinding","Dynamic Wayfinding uses smart phone technology that displays icons and information in an easily understood format which can be superimposed on the smart phone screen, enabling the user to access information regarding service possibilities in the locale or to be provided with navigation instructions to get to a specific destination. This technology is typically used in large convention centers, hotels and hospitals, where the strategy truly optimizes user experience. District 5 can mirror this strategy through a transportation lens by providing data for other route guidance and navigation strategies to provide a comprehensive end-to-end solution to guide and support travelers from original origin to final destination.","https://ops.fhwa.dot.gov/atdm/approaches/adm_table/index.htm","Dynamic Wayfinding works well with these other TSM&O strategies:\n-Pre-Trip Travel Information\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Electric Fixed Route Transit","When upgrading to establishing a new electric fixed route transit service, there are a number of considerations to keep in mind. An electric bus exhibits several key benefits over standard buses powered by the internal combustion engine: less maintenance due to the mechanical components of the vehicle; less noise and pollution; and a cheap and renewable energy source. There are, however, several drawbacks that need to be considered as well, including: refuels more slowly (generally); a shorter range (approximately 200 miles per full charge) before recharging; additional buses needed in service to support the reduced range; charging stations needed; and the higher capital cost per bus compared to standard diesel counterparts. ","https://www.gogreenmetro.com/374/Electric-Buses\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/FTA_Report_No._0028.pdf\nhttps://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA-CALSTART%20Low-No%20Webinar%20Jan%2024%202017.pdf","Electric Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Electronic Toll Collection","Regional toll road users can pay for tolls without the use of cash and without the need to stop at a toll plaza. Electronic toll collection system users establish a prepaid account with the relevant toll road operator and have a specially designed transponder sticker installed on the windshield of the vehicle. Vehicles can then pass through Express Lanes at toll plaza’s obviating the need to stop. The prepaid account is linked to a credit card and automatic transfers are made by the back office. Alternatively, users can visit a customer service location and add cash to the prepaid account. Electronic toll collection has been implemented extensively in the Central Florida region through the EPass and SunPass systems on both the Central Florida Expressway Authority and Florida’s Turnpike Enterprise.","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/Electronic-Toll-Systems-4-Pg.pdf","Electronic Toll Collection work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Variable Speed Limit\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Dynamic Routing\n-Dynamic Lane Reversal\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Regional Payment System\n-Travel Demand Management (TDM)\n-Dynamic Pricing\n-Corridor Pricing\n-Predictive Traveler Information\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Electronic Transit Ticketing","Electronic Transit Ticketing enables transit travelers to pay for transit tickets without cash. The transit tickets, used for rails and buses, can be  based on a case‐by‐case basis, weekly, monthly or even annually. Travelers are able to pay using a special smart card, credit card or smart phone.\n\nElectronic transit ticketing would provide travelers in the Central Florida area with a higher level of convenience and customer service. Regionally, stakeholders identify the use of this strategy; electronic transit ticketing is a more efficient method of ticket entry, processing and marketing for companies in the railways, flight and other transport and even within entertainment industries. Other areas of the United States have implemented this strategy, most notably the Metro System in Houston, Texas.","https://ops.fhwa.dot.gov/publications/fhwahop16023/ch3.htm\nhttps://www.bostonfed.org/-/media/Documents/PaymentStrategies/commuting-gets-a-little-easier-with-transit-mobile-payments.pdf\nhttps://ops.fhwa.dot.gov/publications/fhwahop16023/ch4.htm\nhttp://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2015-003.pdf\nhttp://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-010.pdf","Electronic Transit Ticketing works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Emergency Notification & Personal Security","Emergency Notification and Personal Security enables travelers to notify appropriate response personnel regarding the need for assistance due to emergency or non‐emergency situations. Notifications can be initiated manually or automatically based on data. This strategy also includes threat alerts to secure areas and wide‐area alerts to inform the public in the case of an emergency.\n\nThis application is particularly appealing due to the amount of visitors that come to Central Florida. They have very little or no knowledge of the area and therefore during emergencies may miss out on critical moments just trying to find a hospital. Instead, this ITS application can notify the correct authorities to respond more quickly. Another benefit is the use of this for severe weather alerts due to Florida’s subjection to hurricanes and other natural elements. Again, this could also be used for transit as well. Agencies could have supportive roles, tied to the network and able to alert the proper authorities when incidents do occur.","https://trid.trb.org/view.aspx?id=715079","Emergency Notification & Personal Security works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","IN DEVELOPMENT","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Emissions Testing and Mitigation","Emissions Testing and Mitigation is truly about traffic and the emissions expelled from idling vehicles. There are emissions sensors to determine traffic conditions and emissions levels in the vicinity of roads and highways. Based on this data, algorithms are used to re‐route traffic, change traffic signal timings and assist in distributing emissions. These systems can also identify high emitting vehicles and provide information to fleet operators to enable them to tune the fleet. Emissions and fuel consumption go hand in hand and can be used to measure the effects of traffic, particularly on arterials where acceleration and deceleration are more variable – providing the Central Florida region with a more effective arterial traffic management system. Pinellas County in Florida has implemented air quality management as part of their ATMS.","http://www.epa.illinois.gov/topics/air-quality/mobile-sources/vehicle-emissions-testing/index","Emissions Testing and Mitigation works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Dynamic Pricing\n-Corridor Pricing\n-Demand Pricing\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Enhance Bike/Ped Infrastructure","Enhancing the comfort and safety of pedestrians and bicyclists can provide affordable mobility, improve access to transit, and generally incentivize travelers away from single-occupant vehicles. There are several ways to enhance pedestrian and bicyclist infrastructure, including wider sidewalks, trails, median crossing islands, on-road and separated bicycling facilities, or systemwide improvements like wayfinding or bikesharing.","https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/page00.cfm\nhttps://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/faq_bikeshare.cfm\nhttps://nacto.org/publication/urban-bikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markings-system/\nhttps://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/","Enhance Bike/Ped Infrastructure may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Cycle Track\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","https://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf\nhttps://www.fhwa.dot.gov/publications/research/operations/its/jpo99038/fotatis.pdf","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Event Management","Event Management is a strategy that appeals to all stakeholders because most agencies have events that take place within their limits. Events can wreak havoc on a transportation system due to the nature of an influx of vehicle and pedestrian traffic for a specific amount of time within a condensed area. Event Management, similar to how incident and active arterial management techniques perform, uses a combination of traffic control and traveler information techniques, along with parking management, to manage the flow of transportation during major events. Typically, this involves a traffic management center and an extensive communication network, link to sensors on the transportation network and staff directing traffic.\n\nWorking together as a region on how to address dissemination to the traveling public of how traffic management will be handled can create informed drivers who may opt for other mode choices (transit, SunRail, etc.) and/or have a clearer pathway to destinations. Because of this,\nthere is a continuous need for excellence in event management and event parking. Transit ridership could also benefit from well‐coordinated event management plans by encouraging alternate means of transportation other than personal vehicles.","https://ops.fhwa.dot.gov/eto_tim_pse/preparedness/pse/handbook.htm","Event Management incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Express Bus / Limited Stop Bus","Express Bus / Limited Stop Bus caters to commuter travel and may take advantage of limited access facilities, HOT lanes, express lanes, and other strategies in order to provide reliable transportation from outlying communities to the central city. Generally, the Express Bus / Limited Stop Bus is supported by localized Fixed Transit Routes, Park and Ride Lots, and other strategies to provide \"First Mile / Last Mile\" connections to and from the Express Bus terminus points.  ","IN DEVELOPMENT","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Extend Turn Lanes","The basic objective of a turn lane is to reasonably accommodate deceleration and storage of turning vehicles. When demand exceeds the length of the turn lane, vehicle queues will overflow into thru-lanes, potentially causing traffic accidents and/or travel delays. By extending turn lanes, this issue of queuing into travel lanes can be reduced or eliminated. This will improve the operation and safety of the corridor. To warrant turn lane extensions, turning volumes or an existing pattern of rear-end crashes along the turn lane need to exist. A longer turn-lane may lead to drivers mistaking the turn-lane for a thru-lane. Appropriate signage and pavement markings should alleviate this issue.","https://www.lrrb.org/pdf/201025.pdf","Extending Turn Lanes may work well with or support the following TSM&O strategies:\n-Innovative Intersection Designs\n-Roadway Widening\n-Traffic Signal Re-timing\n-Signal ATMS\n-Variable Speed Limit\n-Queue Jump*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","PENDING","$$","$"]
[null,"Fixed Route Transit","A Fixed Route Transit system includes any transit service in which vehicles run along an established path at predetermined times. The most common examples includes trains, subways, and buses. For most transit agencies, bus routes are typically adjusted, dropped, or added every two to three months, depending on staff availability.","IN DEVELOPMENT","Fixed Route Transit works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Freight Mobility","Freight Mobility connects drivers, dispatchers and intermodal transportation providers to enable them to take advantage of real‐time traffic information, vehicle and load location, in order to optimize operations. FRATIS, or Freight Advanced Traveler Information Systems, ties into freight mobility. It consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the FHWA and the ITS Joint Program Office:\n\n-Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;\n\n-Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;\n\n-Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.","https://ntl.bts.gov/lib/54000/54100/54104/12-065.pdf\nhttps://ntl.bts.gov/lib/57000/57000/57031/FHWA-JPO-16-225.pdf\nhttps://www.its.dot.gov/research_archives/dma/bundle/fratis_plan.htm","Freight Mobility works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Freight Parking","Similar to general parking management efforts, freight traffic on freeways is another opportunity to use parking management. This system would inform truck drivers of available parking spaces in rest areas. Information management systems are also used to make the acquisition of a freight parking permit more efficient and effective and to provide guidance to truckers on suitable parking locations and the availability of freight parking slots.\n\nIn addition to garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, as the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become potential hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to entering the rest area and will have the ability to seek parking at nearby truck stops or other areas in the event that there is limited available space.","https://ops.fhwa.dot.gov/freight/documents/cmvrptcgr/index.htm#app\nhttps://ops.fhwa.dot.gov/freight/infrastructure/truck_parking/","Freight Parking works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Freight Mobility\n-Predictive Traveler Information\n-En-route Driver Information\n-Dynamic Routing\n-Route Guidance","TO BE DETERMINED","The FHWA determined that a Regional Truck Parking Information Management System (TPIMS), deployed across Interstate rest areas in 8 Midwest states, yielded a 4.27 BCR. The primary benefits outlined in the report were safety, travel time, and environmental. (from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$$","$"]
[null,"Hazardous Materials Security & Incident Response","Hazardous Materials Security and Incident Response is established and managed using a centralized hazardous materials database, which tracks sensitive security hazardous materials shipments. If a freight truck is involved in an incident, emergency personnel can be notified prior to arrival at the scene that hazardous materials, or “HAZMAT” for short, are involved and the appropriate safety measures can be done prior to exposure. In the past, first responders would show up to an accident, find out hazardous materials were involved and notify the correct personnel to assist in containment of those substances – sometimes exposing first responders to dangerous supplies.\n\nHAZMAT Security and Incident Response supports a more effective incident management when hazardous materials are involved and given the level of freight movement across the State of Florida, this strategy has great relevance to the FDOT District 5 area. The question remains as to who would maintain this database. The Hazardous Materials Information Resource System (HMIRS) is a Department of Defense (DOD) automated system developed and maintained by the Defense Logistics Agency. HMIRS is the central repository for Material Safety Data Sheets (MSDS) for the United States government military services and civil agencies. It also contains value‐added information input by the service/agency focal points. If the Department of Defense has already implemented this application, the demarcation points would need to be clearly defined. Overall, this strategy is favorable (due to the advancement of safety precautions).","https://www.faa.gov/about/office_org/headquarters_offices/ash/ash_programs/hazmat/\nhttps://hazmatonline.phmsa.dot.gov/services/publication_documents/Enhanced_Security_02_22_12%201.pdf","Hazardous Materials Security & Incident Response works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Highway Rail Intersection","Highway Rail Intersection is the application of advanced technologies to improve safety of at‐grade highway intersections. This strategy incorporates a number of techniques to improve the safety of the interface between the railroad and a highway. For example, an automated enforcement system using sensor technology and high‐resolution CCTV cameras can be used to enforce when the barriers are closed. Vehicle proximity alert systems can also be used to warn drivers about the impending arrival of a train. Positive train separation techniques can also be used to automatically detect obstacles ahead of the train and apply brakes automatically. Variable message signs can also be used to warn drivers that a second train is approaching.\n\nThis particular strategy has specific relevance to the Central Florida region with regards to the new SunRail system that has been constructed through the region and encompasses a considerable number of at‐grade crossings. Unfortunately, SunRail has had some incidents at\ncrossings and the safety of these at grade crossings could be improved by the application of the techniques encompassed by this strategy.","https://ntl.bts.gov/lib/jpodocs/repts_te/13587.html","Highway Rail Intersection works well with these TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Innovative Intersection Design","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Innovative Intersection Designs","Although Innovative Intersection Designs are not technically a “technological” tactic, this option has been included to show the significance of looking at all options the transportation industry has to offer. Sometimes an intersection improvement is exactly what a certain location needs to improve driving conditions. Innovative intersection designs are often able to reduce traffic congestion and many safety concerns. Again, choosing the proper tool from the tool box is imperative to a smoothly run transportation system.\n\nThere are numerous types of innovative intersection designs. Some of the most commonly used are displaced left turn intersections, restricted crossing U‐turn intersections, median U‐turn intersections, and diverging diamond intersections at interchanges. Many of these designs can be found across the United States, from Maryland to New York, Michigan to North Carolina. Florida recently completed its first diverging diamond interchange. With mobility needs and population increasing and limited resources and right‐of‐way, regions need to be more creative. These intersections offer alternative ways to reduce congestion as opposed to just widening the roadways. Examples of innovative intersection designs include:\n\n-Continuous Flow Intersections (CFI)\n-Thru-Turn Intersections\n-Single-Point Urban Interchange\n-Diverging Diamond Interchanges\n-Town Center Intersections (TCI)\n-Quadrant Intersections\n-Modern Roundabouts\n\nThe goal is to find the right tool for the applicable situation to ultimately make intersections safer for the traveling public.","https://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/pdf/fhwasa14069_mut_infoguide.pdf\nhttps://www.fhwa.dot.gov/publications/research/safety/09058/09058.pdf","Innovative Intersection Designs incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety Systems\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","No$"]
[null,"Integrated Corridor Management (ICM)","An ICM transportation system is the ultimate objective when it comes to operating and maintaining a complex multi‐modal traffic network. ICM involves an integrated approach to transportation along a specific designated corridor or corridors. Multiple agencies and multiple modes are coordinated through the use of shared back office systems and the adoption of compatible strategies. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.\n\nMultiple roadway types within the corridor as well as transit and other types of transportation facilities are managed in a coordinated fashion to try to optimize transportation service delivery and align agency strategies. This strategy provides the ability to treat transportation as a single\nsystem, increase the operational efficiency of the whole transportation network and maximize the effect of transportation investments.\n\nAn important aspect of this strategy is the balancing of the system appropriately between all possible roadways and, more importantly, the inclusion of all modes of transportation: the intricate network of arterials, freeways, transit, freight and rail. This would support statewide TSM&O initiatives as well, where the use of technology is used to manage existing infrastructure, improving the transportation system with minimal investment and greater benefits to costs. Through the ICM initiative, the USDOT is providing guidance to assist agencies in implementing ICM and creating supporting analysis tools, approaches, and technical standards. USDOT selected two corridors ‐ US 75 in Dallas, TX and I‐15 in San Diego, CA ‐ to demonstrate the nation's first ICM systems.","http://www.spcregion.org/pdf/ops/icm14/ICM%20DSS%20Dallas%20Presentation.pdf\nhttps://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf\nhttp://www.sandag.org/index.asp?projectid=429&fuseaction=projects.detail","Integrated Corridor Management (ICM) incorporates a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","The FHWA reviewed four ICM deployment reports (San Diego, Dallas, Minneapolis, and San Francisco) and identified BCRs ranging from 10.00 to 25.00. Benefits included reduced fuel consumption, travel time savings, improved TTR, and reduced emissions. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$$$","$$$"]
[null,"Interchange Improvements","Interchange improvements may be implemented to reduce safety hazards or traffic congestion. These improvements can be singular improvements or large-scale reconstruction of interchanges. For example, ramp traffic spilling back onto the arterial roadway may be alleviated by implementing an additional storage lane along the ramp, which will reduce reduce the queue and reduce the associated rear-end collisions. This relatively small improvement can lead to reduced traffic incidents on the arterial and improve ramp storage.\n\nAlternatively, a large-scale reconstruction may involve replacing a standard interchange with a Diverging Diamond Interchange (DDI), which will eliminate left-turn conflict points and reduce the number of signal phases, leading to increased throughput. Depending on which improvement(s) are installed, the capital costs may be significant. ","https://www.fhwa.dot.gov/design/interstate/pubs/access/access.pdf\nhttps://safety.fhwa.dot.gov/intersection/alter_design/","Interchange improvements may work well with or support the following TSM&O strategies:\n-Work Zone Management\n-Integrated Corridor Management (ICM)\n-Dynamic Message Sign(s)\n-Travel Demand Management (TDM)\n-Traffic Incident Management (TIM)\n-Pre-Trip Travel Information\n-En-Route Driver Information\n-Predictive Traveler Information\n-Route Guidance\n-Variable Speed Limit","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$"]
[null,"Intersection Collision Avoidance","Intersection Collision Avoidance employs highspeed wireless communications, roadside and in-vehicle technology to warn drivers of any potential conflict at intersections. For example, a driver approaching an intersection too fast to stop as the light turns red can be detected, and an appropriate accident mitigation strategy can be implemented, such as turning the lights all red or extending the green for the driver’s approach. Although this strategy is the subject of a research program currently funded by the FHWA, this is particularly relevant to arterial traffic management, which is an important element in the Central Florida transportation network. Due to the need for cooperation between roadside equipment for traffic control and on‐board vehicle equipment, it will be necessary for local agencies to work together with automotive suppliers and manufacturers.","https://www.its.dot.gov/research_archives/cicas/","Intersection Collision Avoidance can be supported by the following TSM&O strategies:\n-Install CCTV\n-Install Bluetooth\n-Communications/Network Upgrades (fiber)\n-Signal ATMS\n-Retroreflective Signal Back Plates\n-Traffic Signal Preemption (Emergency Vehicles)\n-Advanced Intersection Detection\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics\n-Performance Measurement\n-Road Weather Information System (RWIS)\n-Signal Phase and Timing (SPaT)","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Lateral Collision Avoidance","Lateral Collision Avoidance utilizes technology on board the vehicle to warn the driver of a lane departure that might lead to a collision. Sensors on board the vehicle detect the lane and detect the presence of other vehicles. Alerts can take the form of an audible tone or vibration of the steering wheel. This tool is promising when applied to the transit industry, ensuring safety from other cars or curb‐running, which is when buses hit curbs on tight turns, damaging costly equipment.","http://fresno.ts.odu.edu/newitsd/ITS_Serv_Tech/collision_avoidance/coll_avoid_lat/collision_avoidance_lateral_summary_print.htm\nhttps://www.fhwa.dot.gov/publications/research/safety/09049/","Collision Avoidance measures may work well with these TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Traffic Incident Management (TIM)\n-Connected Vehicle technologies\n-Road Weather Information System (RWIS)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","No$"]
[null,"Longitudinal Collision Avoidance","Longitudinal Collisions Avoidance, also known as adaptive cruise control, employs sensors on board the vehicle to detect the current speed and the distance between the users’ vehicle and the vehicle ahead. The system can either generate an alert or automatically apply the brakes to maintain a safe distance.","https://www.fhwa.dot.gov/publications/research/safety/09049/","Collision Avoidance measures may work well with these TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Traffic Incident Management (TIM)\n-Connected Vehicle technologies\n-Road Weather Information System (RWIS)\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","No$"]
[null,"Midblock Crossing","Midblock crossings are installed near the midpoint of longer suburban/urban blocks. Generally, these longer blocks force pedestrians wanting to cross to either walk a substantial distance \"out of the way\" to use an existing crosswalk, or unsafely/illegally cross several lanes of traffic without any pavement markings, signs, or signals alerting drivers to potential pedestrians. Midblock crossings, if executed properly, offer a more convenient method for crossing a roadway. Midblock crossings should have proper markings, signage and/or pedestrian signals to alert drivers. Refuge islands can be paired with midblock-crossings of major roadways to improve pedestrian safety and comfort, requiring them to only cross one direction of traffic at a time. Traffic calming measures can be implemented on the roadway to further improve safety and comfort for pedestrians using the midblock crossing. ","https://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/chapt12.cfm","A Midblock Crossing may work well with these TSM&O strategies:\n-Roadway Diet\n-Bicycle Alert System\n-Pedestrian Safety Systems\n-Cycle Track\n-Enhance bike/ped infrastructure\n-Travel Demand Management (TDM)\n-Innovative Intersection Designs\n-Fixed Route Transit\n-Adaptive and Intelligent Streetlights\n-Dynamic Message Sign\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"On-board Safety and Security Monitoring","On‐Board Safety and Security Monitoring is a tool that can inform truck drivers if an unsafe situation arises during operation of the vehicle. Through on‐board sensors, continuous monitoring of the system allows for safer trips. This alert system can monitor cargo, alert drivers of\npotentially unsafe circumstances, address driver fatigue, problems with vehicle systems or issues related to the cargo on board the vehicle.\nSimilarly, if an incident were to occur, on‐board alerts could be sent back to the central back office to notify them of the occurrence and disseminate that information to first responders more quickly.","https://ntl.bts.gov/lib/51000/51300/51335/Onboard-Monitoring-and-Reporting-for-CMV-Safety-Final-Report-Dec2007.pdf","On-board Safety and Security Monitoring works well with these other TSM&O strategies:\n-Automated Roadside Safety Inspection\n-Commercial Vehicle Administration Process\n-Commercial Vehicle Electronic Clearance\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Dynamic Routing\n-Hazardous Materials Security & Incident Response\n-Pre-trip Travel Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","No$"]
[null,"On-Demand Transit","On‐Demand Transit, or personalized public transit in simplified terms, occurs when vehicles do not follow fixed routes and passenger trips are generated by reservations from passengers to the transit operator who then dispatches a vehicle. The transit operator will make use of information management systems to attempt to optimize the number of passengers picked up on each trip. Passengers may use telephone, web‐based or smart phone applications to make reservations and requests for travel. This strategy is particularly relevant to passengers that are not able to use conventional transit systems, such as elderly travelers heading to medical appointments. Private services such as SuperShuttle and Uber can be considered as on‐demand transportation services, both of which are available nationwide.\n\nThis strategy could be useful for off‐peak transit services in the Central Florida region. While transit operators already operate paratransit services, these could be extended to wider application. Many agencies within the region can see great potential for the “first/last mile” within the transit system and is generally favored as a plausible strategy.","http://www.trb.org/Publications/Blurbs/163788.aspx\nhttp://www.trb.org/Publications/Blurbs/162701.aspx","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$"]
[null,"Park and Ride Lots","Park and Ride Lots encourage commuters to drive their vehicle (SOV or HOV) from their trip origin to train or bus stations, where they may park their car and ride public transportation to their destination. The goal of Park and Ride Lots is to reduce traffic congestion by encouraging the use of public transportation. Providing for \"First Mile\" connections via the user's vehicle, Park and Ride Lots incentivize commuters to use public transportation for the bulk of their commute.","http://www.virginiadot.org/travel/resources/parkAndRide/Final_PR_Best_Practices_021113.pdf\nhttp://wordpress.cnhrpc.org/wp-content/uploads/2015/10/NH-Park-and-Ride-Toolkit-092315.pdf\nhttp://atrf.info/papers/2015/files/ATRF2015_Resubmission_128.pdf","Express Bus / Limited Stop Bus works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Event Management\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Dynamic HOV & Managed Lanes\n-Dynamic Shoulder Lanes\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Bus Rapid Transit\n-Heavy Rail Transit\n-Light Rail Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$"]
[null,"Pedestrian Safety Systems","Pedestrian Safety Systems utilize innovative ITS solutions that focus on the safety of the users on foot. These systems can help protect pedestrians by activating in‐pavement lighting to alert drivers as pedestrians enter crosswalks. Countdown pedestrian signals are a highly\ncommon application that assist pedestrians in knowing how much time remains to cross and aids motorists to judge timeframes when pedestrian traffic is expected. Other innovative solutions include:\n\n-Infrared detectors ‐ Microwave detectors which can talk back to the controller and minimize or extend clearance times.\n-Illuminated Pushbuttons ‐ Accessible pedestrian signals that produce a sound, vibration, or both during the walk interval.\n-Rectangular Rapid Flashing Beach (RRFB) ‐ Low‐cost countermeasure to increase driver compliance in yielding to pedestrians at midblock locations.\n-Advanced Pedestrian Detection Systems ‐ Adapting signal timings in real‐time to better meet pedestrian needs is also a low cost countermeasure.","http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=11\nhttps://www.fhwa.dot.gov/publications/research/safety/pedbike/0102.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/unsignalized/tech_sum/fhwasa09009/\nhttps://one.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2016/812312_V2PPedestrianReport.pdf","Pedestrian Safety Systems incorporate a variety of TSM&O strategies, including:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Performance Measurement","Performance Management, or Performance Measurement, is an important strategy that is heavily associated with system reporting. This strategy employs sensors to collect data regarding transportation system performance and reports back to a back office system to analyze performance, create reports and analytics. Performance measures are highly associated with ICM and AAM Programs due to the real‐time nature of system management and the ability to report on effective or ineffective transportation management plans. The development of these measurements generally include:\n\n1. Data Collection\n2. Development of Baseline Plans\n3. Establishment of Performance Measures\n4. Establishment of Initial Performance Targets\n5. Use of Real‐Time Data Inputs (Travel Time, Incident Reports, Weather, Volumes, Freight, parking, Numbers of Devices, etc.)\n6. Reporting and Analysis\n\nIt is important to note the last step in this process, Reporting and Analysis. Agencies create reports daily, weekly and monthly to report on how the transportation system is working and how effective transportation management has been performed. Some items these reports\nportray may include: \n1. System Benefits\n2. System Health (ITS and Signal System)\n3. Corridor Travel Time Relability Measures\n\nOnce these items are captured over a certain period of time, it is important to analyze these performance measures/reports both quantitatively and qualitatively.","http://www.fdot.gov/planning/statistics/symposium/2014/BigDataTransport.pdf\nhttp://www.cflsmartroads.com/projects/design/tsp/Regional_integrated_corridor_mgmt/FDOT%20Production%20Big%20Data%20Platform.pdf","Performance Measurement works well with these other TSM&O strategies:\n-Archived Data\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Pre-crash restraint deployment","Pre‐Crash Restraint Deployment makes use of on-board sensors to anticipate vehicle crashes by measuring the angle of the steering wheel, vehicle wheels and the status of the brakes. If the crash cannot be avoided, actuators will automatically deploy additional restraints to mitigate damage to the vehicle and the passengers.","IN DEVELOPMENT","IN DEVELOPMENT","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Predictive Traveler Information","Predictive Traveler Information uses data from multiple sources that has been fused together to create a comprehensive picture of current traffic conditions. A special purpose algorithm is then applied to make short‐term predictions regarding future traffic conditions. This information is supplied to drivers through a variety of information delivery techniques including roadside dynamic message signs, mobile applications and in‐vehicle information systems. \n\nThis strategy improves the effectiveness of traveler information by informing drivers of conditions they are likely to encounter further along the highway, providing time for diversion and behavior adaptation. The extra time bought by these predictions may also improve the performance of incident management systems. This strategy has been implemented by the land transport authority in Singapore using a specially developed algorithm from IBM. Central Florida’s application of this strategy would include historical data and all stakeholders would be directly impacted, due to each agency disseminating travel time data to the RTMC and third‐party applications and also receiving traffic volumes and other data to aid in the operation of their respected region.","https://ops.fhwa.dot.gov/publications/fhwahop15029/chap3.htm\nhttp://www.fdot.gov/research/completed_proj/summary_te/fdot_bc355_03.pdf\nhttps://ntl.bts.gov/lib/61000/61100/61164/FHWA-JPO-17-481.pdf","Predictive Traveler Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Pre-trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","http://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=Pre-Trip\nhttp://www.itsoverview.its.dot.gov/Options.asp?System=TI&SubSystem=PTI&Tech=511\nhttp://www.itscosts.its.dot.gov/ITS/benecost.nsf/SingleLink?OpenForm&Tax=Intelligent+Transportation+Systems+Traveler+Information+Pre-Trip+Information+Kiosks&Location=Cost","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Public Travel Security","Public Travel Security uses ITS technologies such as video feeds, sensors, telecommunications, command‐and‐control, etc., working together to increase the level of travel security for the traveling public. Sensors monitor roadways, structures, transit facilities, transit vehicles, transit stations, parking lots, bus stops and generate alarms either automatically or manually when necessary. District 5 currently has a project that will upgrade a security system that monitors the St. John’s River Bridge.\n\nMany stakeholders agree upon the need for this strategy. It is viewed as a necessary tool to keep transportation infrastructure and the community safe. The reason why this needs to be implemented could easily be tied to a benefit‐to‐cost ratio: the amount of money saved from stolen or damaged infrastructure would provide a positive return on investment. CFX already implements this strategy through the monitoring of expressways and toll plazas; monitoring authorized versus unauthorized contractors or notifying Road Rangers when cars have broken down on their system.","https://www.fhwa.dot.gov/security/emergencymgmt/profcapacitybldg/tipem.cfm#good\nhttp://www.cflsmartroads.com/security.html","Public Travel Security works well with these TSM&O strategies, including:\n-Event Management\n-Integrated Corridor Management (ICM)\n-Hazardous Materials Security & Incident Response\n-On-board Safety and Security Monitoring\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Emergency Notification & Personal Security\n-Emergency Vehicle Management\n-Disaster Response and Evacuation\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Queue Jump","Queue Jumping uses separate lanes (for example, a right turn lane) and signals (similar to designated bus lanes) to allow only a bus to proceed through the intersection, thus “jumping” past other vehicles. This would be a transit‐specific strategy to support on-time arrivals and reduce route travel time delay.","https://nacto.org/publication/transit-street-design-guide/intersections/intersection-design/queue-jump-lanes/\nhttps://pdfs.semanticscholar.org/9766/875c2804d6c7128fb90c283f668b5b624c1b.pdf","Queue Jump works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Adaptive Signal Control\n-Transfer Connection Protection\n-Transit Roadside Feature Upgrades\n-Transit Traveler Information\n-Transit Signal Priority\n-Bus Rapid Transit\n-Event Management\n-Active Arterial Management (AAM)\n-Regional Payment System\n-Electronic Transit Ticketing\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Extend Turn Lanes*","*Extending the turn lane may be necessary to accommodate a Queue Jump. However, if a right-turn lane extension is needed to alleviate right-turn lane queues spilling into thru-lane traffic, then a bus will require a different lane for its Queue Jump maneuver. ","TO BE DETERMINED","PENDING","$$$","$"]
[null,"Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Ramp Closure","Closing a ramp can be an effective freeway management strategy, and can be deployed as a full removal, a temporary closure, or a scheduled closure. A full ramp closure involves the complete removal of the ramp, substantially changing the traffic pattern. A temporary closure or scheduled closure can be used in the event of major incidents, construction, emergencies, or special events, as needed.  Ramp closures can improve operations on the freeway by providing a better balance of demand and capacity. In the event of a major incident on the freeway,  a ramp closure may also be used to redirect arterial traffic in order to curtail the amount of congestion on the freeway and improve safety. Ramp closures can also be used as part of a work zone strategy to improve safety during construction efforts. A temporary ramp closure typically involves deploying physical barriers in front of the ramp and/or deploying message signs indicating the change in access. A full ramp closure is a more involved construction effort, and should be used as a last resort to mitigate severe safety issues.","https://ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/pdf/rm_handbook.pdf","A Ramp Closure may work well with the following TSM&O strategies:\n-Event Management\n-Integrated Corridor Management (ICM)\n-Work Zone Management\n-Traffic Incident Management (TIM)\n-Install CCTV\n-Dynamic Message Sign\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Data Management - Big Data\n-Data Management - Transportation Data Analytics \n-Traffic Management Center (TMC)","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Regional Payment System","A Regional Payment System enables regional travelers to pay for transit tickets, tolls and parking fees without the use of cash. The system is an integrated, interoperable electronic fare payment system that can be utilized by all modes at all times; making it easier and convenient for\ntravelers to use. Transportation agencies benefit from simplified transactions, streamlined revenue collection, improved efficiency and lower transaction costs. Electronic payment devices such as smart cards or smart phone applications enable travelers to pay for a range of  transportation services. The electronic payment services are managed by a central back office that manages the transactions and also\nhandles clearance to ensure that the service provider receives the appropriate fee.\n\nFurther research is needed to extend these systems across all modes and address interoperability. SunPass/EPASS is only implemented in a limited capacity (toll systems and parking payments) so there is much to consider to expand this strategy further into a seamless regional payment system.","http://www.trb.org/main/blurbs/175863.aspx\nhttps://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/sec_2_6.htm","Regional Payment System works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Park and Ride Lots\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Retroreflective Signal Back Plates","Retroreflective Signal Back Plates can be added to a traffic signal to improve the visibility of the illuminated face of the signal by introducing a controlled-contrast background. The improved visibility of a signal head with a backplate is made even more conspicuous by framing it with a retroreflective border. Signal heads that have backplates equipped with retroreflective borders are more visible and conspicuous in both daytime and nighttime conditions. This low-cost strategy is meant to improve safety at the subject intersection by reducing visibility issues for motorists. ","https://safety.fhwa.dot.gov/provencountermeasures/blackplate/","Retroreflective Signal Back Plates work well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Signal Preemption\n-Queue Warning\n-Dynamic Message Sign(s)\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","+$"]
[null,"Road Ranger Service Patrol","Road Ranger Service Patrol generally consists of trained personnel who use specially equipped vehicles to patrol congested highways searching for and responding to traffic incidents. General services include: pushing vehicles out of travel lanes, providing gasoline, changing flat tires, and providing minor repairs to help motorists safely drive their vehicle from the highway. The FDOT Road Ranger program also allows motorists two local phone calls if necessary. Road Ranger Service Patrol vehicles are equipped with warning lights or a variable message sign alerting traffic to move over.","https://ops.fhwa.dot.gov/publications/fhwahop08031/fsp2_0.htm\nhttp://www.fdot.gov/traffic/traf_incident/rrangers/rranger.shtm","Road Ranger Service Patrol works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning\n-Road Weather Information System (RWIS)","TO BE DETERMINED","The Benefit-Cost Analysis for FDOT's statewide Road Ranger program, conducted using the TOPS-BC application, identified a BCR of 6.68. The benefits considered include delay and fuel savings. Consideration of other benefits may increase the BCR. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$","$$$"]
[null,"Road Weather Information System (RWIS)","As defined by FHWA, a Road Weather Information System (RWIS) is comprised of Environmental Sensor Stations (ESS) in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS. These stations measure atmospheric, pavement and/or water level conditions. Central RWIS hardware and software are used to process observations from ESS to develop nowcasts or forecasts, and display or disseminate road weather information in a format that can be easily interpreted by a manager. RWIS data are used by road operators and maintainers to support decision making.\n\nAccording to FHWA, \"there are three types of road weather information: atmospheric data, pavement data, and water level data. Atmospheric data include air temperature and humidity, visibility distance, wind speed and direction, precipitation type and rate, cloud cover, tornado or waterspout occurrence, lightning, storm cell location and track, as well as air quality. Pavement data include pavement temperature, pavement freezing point, pavement condition (e.g., wet, icy, flooded), pavement chemical concentration, and subsurface conditions (e.g., soil temperature). Water level data include stream, river, and lake levels near roads, as well as tide levels (i.e., hurricane storm surge).\"","https://ops.fhwa.dot.gov/weather/faq.htm\nhttps://ops.fhwa.dot.gov/weather/mitigating_impacts/best_practices.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop12046/index.htm","RWIS works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Road Ranger Service Patrol\n-Event Management\n-Work Zone Management\n-Dynamic Message Sign(s)\n-Queue Warning","TO BE DETERMINED","FHWA highlighted several RWIS projects and their associated benefit-cost ratios. In Oregon, the BCR for 2 automated wind warning systems were 4.13 and 2.80. In Michigan, the BCR for a Rural RWIS project ranged from 2.8 to 7.0. A research project considering Iowa, Michigan and Nevada determined a RWIS project would yield BCRs between 1.8 and 36.7 depending on the location of the implementation. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","PENDING","$","$$"]
[null,"Roadway Diet","Roadway Diet is a traffic calming solution whereby travel lanes on a given corridor are removed (typically from four travel lanes to three) to provide better infrastructure and mobility for other modes of transportation, including transit, bicycle, and pedestrian. This will likely provide a more comfortable experience for alternative modes, increasing their throughput while decreasing capacity for motor vehicles. Businesses adjacent to the improved corridor may also experience increased visitors as a result of the traffic calming and additional pedestrian / bicycle traffic.","https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/","Roadway Diet may work well with these TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Bicycle Alert System\n-Travel Demand Management (TDM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roadway Diet replaces motor vehicle travel lanes with infrastructure for alternative modes of transportation. This has the effect of calming traffic, increasing throughput for alternative modes of transportation, and decreasng vehicle capacity and demand on a given corridor. This strategy would conflict with the standard practice of Roadway Widening.\n\nAlso, Roadway Diet may be a hindrance to freight movement if applied on designated freight corridors. However, Roadway Diet may benefit freight movements along city streets as it provides more controlled bicycle/pedestrian movements, leading to improved safety for all users.","TO BE DETERMINED","PENDING","$$$","$"]
[null,"Roadway Widening","Roadway widening is the standard industry practice for alleviating congestion and capacity issues along a given corridor. Roadway widening typically requires extensive studies of engineering feasibility and environmental impacts. Similarly, right-of-way acquisition is often required to accommodate the larger roadway footprint. Combined with the larger construction costs, roadway widening is typically one of the more expensive TSM&O strategies. However, it significantly improves capacity.","IN DEVELOPMENT","Roadway Widening can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Dynamic Message Sign(s)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance\n-Innovative Intersection Designs\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit\n-Electronic Toll Collection\n-Regional Payment System\n-Freight Mobility","Widening may be impractical / impossible where physical, financial, or political constraints occur. In these instances, other TSM&O strategies should be considered.\n\nIn addition, roadway widening may encourage higher travel speeds. As a result, roadway widening may conflict with traffic calming measures such as roadway diet, Complete Streets, etc.","The Benefit-Cost Analysis for a hypothetical roadway widening, conducted using the TOPS-BC application, identified a BCR of 1.1 per lane added. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$$$","$"]
[null,"Roundabout","Roundabouts are a type of intersection in which vehicles travel around a central island almost continuously. Roundabouts can be a better and lower-maintenance solution for small and medium-sized intersections. Research has shown that roundabouts have an improved safety performance over comparable intersections, especially in reducing the number of severe crashes. There are several types of roundabout, including mini-roundabouts, single-lane roundabouts, and multi-lane roundabouts.","https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/\nhttps://www.fhwa.dot.gov/publications/research/safety/00067/00067.pdf","Roundabouts work well with these other TSM&O strategies:\n-Arterial Access Management\n-Roadway Diet\n-Enhance Bike/Ped Infrastructure\n-Innovative Intersection Designs","Strategies related to traffic signals will generally conflict with this strategy, as roundabouts are considered to be an alternative to signalized intersections. However, there are certain two-lane roundabouts in Europe that use signals to control left-turn movements within the roundabout. This is meant to control the flow of traffic in a similar fashion to ramp metering.","The Benefit-Cost Analysis for Maryland's fifteen (15) roundabouts, conducted using the TOPS-BC application, identified a BCR of 15.3 per roundabout. This is heavily influenced by the decrease in significant crashes. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$$$","$"]
[null,"Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Signal Advanced Traffic Management System (ATMS)","Signal ATMS seeks to reduce traffic congestion in urban environments by improving the efficiency of existing infrastructure. Generally, Signal ATMS is operated out of the area's Traffic Management Center (TMC) and requires ITS infrastructure such as CCTVs, fiber optic cable, and traffic signal controllers. ATMS allows traffic engineers to fine-tune signal timing, react to traffic incidents more efficiently, and maneuver cameras to better determine traffic issues. All of these components can help improve safety and the flow of traffic. ","http://www.umtri.umich.edu/our-focus/advanced-traffic-management-systems\nhttp://www.townofcary.org/services-publications/traffic/advanced-traffic-management-system\nhttp://www.miamidade.gov/publicworks/advanced-traffic.asp","Signal ATMS may work well with the following strategies:\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Communications/Network Upgrades (fiber)\n-Traffic Management Center (TMC)\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Traffic Incident Management (TIM)","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Signal Phase and Timing (SPaT)","Signal Phase and Timing (SPaT) is provided via dedicated short-range communications (DSRC) to appropriately equipped vehicles and/or applications with information relating to the approaching signal's phase and timing to next phase. For example, a motorist is approaching a major four-way intersection: the RSU relays information to the vehicle letting the driver know that the signal will change from red to green in 10 seconds; the computer then either directs the user to apply an appropriate speed or applies the speed automatically, limiting safety hazards while improving the fuel efficiency of the vehicle. Deploying this kind of technology will support safer and more efficient movements in connected vehicles. ","https://arxiv.org/pdf/1710.05394\nhttps://transportationops.org/sites/transops/files/Resource_SPaT_Implementation_Guidance%20_Ver_1.0_Dec_21_2016.pdf","Signal Phase and Timing (SPaT) works well with these strategies in place:\n-Communications/Network Upgrades\n-Controller Upgrades\n-Signal ATMS","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Traffic Incident Management (TIM)","Incident Management supports the detection, verification, clearance and traffic management associated with incidents on freeways, expressways and arterials. This strategy uses CCTV, traffic sensors, telecommunications and centralized command to control a regional traffic management center. Incident management has a significant effect on the operational efficiency of roadways. Continued adoption of this strategy will be critical to the management of both recurring and nonrecurring congestion in the region. With the onset of TSM&O initiatives promoting active arterial management and incident management on the arterials, this strategy has adopted/birthed some of the technologies and strategies discussed throughout this document. Incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically, the freeway system.\n\nIncident management uses operators stationed in a RTMC or local TMC that identify nonreoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident,\nthe operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i. e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of incident management.\n\nOverall, incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, incident management operations along Florida’s freeways are recognized at the highest level\nthroughout the nation. As stated earlier, up until just recently, these practices were limited to the state’s freeways. However, with the advent of ICM, which recommends that all types of roadways work to balance traffic within a region, the desire to bring incident management to the\narterial corridors is growing – hence the new AAM projects in District 5 currently underway and additional similar projects scheduled within the work program over the next five years. ","https://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm\nhttp://www.floridatim.com/","Traffic Incident Management (TIM) works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-En-Route Driver Information\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","The Benefit-Cost Analysis of the George NaviGator Traffic Incident Management System, conducted using the TOPS-BC application, identified a BCR of 4.4. The methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$","$$"]
[null,"Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$$","$$"]
[null,"Traffic Signal Preemption (Emergency Vehicles)","As defined by the 2003 MUTCD, Traffic Signal Preemption is \"the transfer of normal operation of a traffic control signal to a special control mode of operation.\" Preemptive control is designed and operated to give the most important classes of vehicles the right-of-way at and through a signal. This right-of-way is usually achieved via a green signal on the approach of the vehicle requesting preemption. Preemptive is different from signal priority, which alters the existing signal operations to shorten or extend phase time settings to allow a priority vehicle to pass through an intersection. Some of the benefits associated with preemption include: improved response time/travel times for emergency vehicles; improved safety and reliability for vehicles receiving preemption right-of-way; and improved safety and clarity of right-of-way for other roadway users","https://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.1","Traffic Signal Preemption works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Emergency Vehicle Management\n-Disaster Response & Evacuation\n-Hazardous Materials Security & Incident Response","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Traffic Signal Re-timing","Traffic signal re-timing is a basic TSM&O strategy that is widely and consistently implemented in some parts of Central Florida. Due to the ever changing nature of traffic, signal timings must be periodically reviewed and updated to minimize delays to travelers. Re-timing is often the first step in improving operations at an existing signal. Traffic signal re-timing should take into account the level of pedestrian and bicycling activity at the intersection or corridor of interest. Depending on the signal technology at the intersection(s), re-timing may range from updating green phases to revising corridor-wide coordination.","https://nacto.org/docs/usdg/nchrp409_traffic_signal_retiming.pdf\nhttp://www.spcregion.org/downloads/ops/Other%20Studies/BenefitsofRetimingTrafficSignals.pdf\nhttps://www.ite.org/signal/index.asp","Traffic Signal Re-Timing can be further supported by the following TSM&O strategies:\n-Enhance bike/ped infrastructure\n-Pedestrian Safety System\n-Bicycle Alert System\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Innovative Intersection Designs\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Transit Traveler Information\n-Fixed Route Transit","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","In Oakland County, Michigan, a two-phase project to retime 640 traffic signals resulted in BCRs of 175.00 for the first roadway and 55.00 for the second.\n\nA traffic light synchronization program in Texas yielded a 62.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)\n\nThe Fuel Efficient Traffic Signal Management (FETSIM) Program in California yielded a 58.00 BCR.  ","PENDING","$","$"]
[null,"Transfer Connection Protection","Transfer Connection Protection helps to bring transit operations together as a single system by recognizing the need for travelers to make connections between routes. Travelers can request protection for their connection either using a smart phone or using onboard equipment on a personal automobile or a transit vehicle. Fleet information systems are then used to ensure that if the initial service is running late, that any subsequent services have an option (for a fee) to be delayed to allow the travelers to make the connection successfully.","http://www.rtams.org/reportLibrary/100.pdf","Transfer Connection Protection works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Active Arterial Management (AAM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transit Traveler Information\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","In the District Five ITS Master Plan, some agency stakeholders indicated it may not be feasible to have an entire bus waiting for a single person. Caution should be exercised when considering whether to implement this strategy.","TO BE DETERMINED","PENDING","$$","$"]
[null,"Transit Roadside Feature Upgrades","Upgrading transit roadside features can provide a positive experience to transit users. Upgraded roadside features may also improve ridership, particularly for \"transit choice\" riders who generally choose between transit and other modes of transportation based on convenience and cost. Amenities and features may include, but are not limited to: covered shelters, shelters with cooling/heating, seating, lighting, static/dynamic informaton systems, waste receptacles, and special features for people with disabilities (railings, bathrooms, signage, etc.). ","https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch1.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch2.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm\nhttps://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch4.cfm","Transit Roadside Feature Upgrades may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Queue Jump\n-Transit Signal Priority\n-Complete Streets\n-Enhance bike/ped infrastructure\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Adaptive and Intelligent Streetlights\n-Updating Transit Routes","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","+$"]
[null,"Transit Signal Priority","Transit Signal Priority (TSP) was developed to improve schedule adherence for transit agencies. TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Additional sensors are installed at traffic signals that sense the presence of transit vehicles. These transit vehicles are given priority to pass through the signalized intersection. Such systems can also take a count of the number of people on board the transit vehicle and the current schedule status of the transit vehicle before deciding if priority should be granted. Some systems require the installation of an in‐vehicle unit on the transit vehicle.\n\nMuch like Central Florida’s Adaptive Signal Control system, the local region has also implemented TSP. This strategy should not be confused with Traffic Signal Preemption, which is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. TSP is similar, but is focused on the transit side, while pre‐emption is focused on first responders within the transportation system.\n\nOverall, TSP increases the attractiveness of transit to regional travelers. Wide-scale adoption of this strategy can increase trip time reliability for transit vehicles and the passengers on that mode choice. This influences travelers’ decision‐making with respect to mode of travel. It is also noted that sometimes TSP cannot fix certain corridors – at the end of the day, sometimes there are just “slow routes” that may take longer than usual every time unless bus density is increased. TSP may also impose a negative effect to the traffic signal system as a whole; when TSP “steals” the green movement seconds from another phase, it alters the overall signal timing as the system takes a few minutes to get back to normal operations. Generally speaking, the positive benefits stemming from TSP do outweigh the negative.","https://ops.fhwa.dot.gov/publications/fhwahop14032/ch8.htm\nhttps://ops.fhwa.dot.gov/publications/fhwahop08024/chapter9.htm#9.2\nhttp://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.477.1656&rep=rep1&type=pdf","Transit Signal Priority works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Adaptive Signal Control\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Fixed Route Transit\n-Park and Ride Lots\n-Queue Jump\n-Transit Traveler Information\n-Regional Payment System\n-Electronic Transit Ticketing","Roundabouts will conflict with this strategy, as they are considered to be an alternative to signalized intersections. ","The Benefit-Cost Analysis of Portland Tri-Met's Transit Signal Priority project, conducted using the TOPS-BC application, identified a BCR of 1.78. \n\nAlso, another BCA of Transit Signal Priority was conducted for the Los Angeles DOT / MTA advanced Traffic Signal Priority system. The TOPS-BC application estimated a BCR of 10.09\n\nThe methodology and inputs used for the BCA are provided in the Transportation Systems Management and Operations Benefit Cost Analysis Compendium (FHWA, 2015). ","PENDING","$$","$"]
[null,"Transit Traveler Information","Similar to Traveler Information, Transit Traveler Information’s goal is to inform the public, specifically the transit schedule and updates. Equipment on board the transit vehicle enables travelers to gain access to information regarding the current transit stop, upcoming transit stops and real‐time transit schedule information. The system can also be extended to provide traveler information at bus stops and for pre‐trip through the use of kiosks or web‐based delivery systems. This strategy also increases the attractiveness of transit use and could influence the modal split in favor of transit within the Central Florida region. Studies have shown users use transit more frequently when real-time information is available.\n\nThere are a variety of technological options available to collect this transit information, including Automatic Vehicle Location (AVL) and Automatic Passenger Counter (APC).","https://onebusaway.org/\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_45.pdf\nhttp://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_92.pdf\nhttp://www.trb.org/main/blurbs/159906.aspx\nhttp://www.trb.org/main/blurbs/158961.aspx\nhttps://www.nctr.usf.edu/pdf/77803.pdf\nhttps://www.itsbenefits.its.dot.gov/ITS/benecost.nsf/ID/6567C935EF9C3B08852578B60077380F?OpenDocument&Query=Home","Transit Traveler Information works well with these TSM&O strategies, including:\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Queue Jump\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Dynamic Transit Capacity Assignment\n-Dynamic Fare Reduction\n-Transfer Connection Protection\n-Transit Signal Priority\n-Fixed Route Transit\n-Light Rail Transit\n-Heavy Rail Transit\n-Regional Payment System\n-Electronic Transit Ticketing","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","https://ops.fhwa.dot.gov/tdm/index.htm\nhttps://mobilitylab.org/about-us/what-is-tdm/\nhttp://www.vtpi.org/tdm/\nhttp://www.cmap.illinois.gov/documents/10180/37082/TDM_StrategyAnalysis_20090318final.pdf/fc34c2e0-1eec-4acd-a2f8-e4c01a9a215d","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Update Transit Routes","Updating a transit agency's service routes may include: route adjustments; schedule adjustments; new routes or buses to serve demand; and route elimination. Transit route updates may lead to improved customer satisfaction, higher ridership, better service for the transportation-disadvantaged, and more efficient operations. The Federal Transit Adminstration (FTA) does not have route update requirements in place for agencies receiving federal funds; however, the FTA does require that all updates are fair and equitable, and do not disproportionately impact minority and low-income populations, in accordance with Title VI. ","https://www.transit.dot.gov/regulations-and-guidance/fta-circulars/title-vi-requirements-and-guidelines-federal-transit","Updating Transit Routes may work well with or support the following TSM&O strategies:\n-Fixed Route Transit\n-Electric Fixed Route Transit\n-Autonomous Fixed Route Transit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Regional Payment System\n-Dynamic Overflow Transit Parking\n-Dynamic Transit Capacity Assignment\n-Transit Traveler Information\n-Travel Demand Management (TDM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-Transit Signal Priority\n-Transit Roadside Feature Upgrades\n-Transfer Connection Protection\n-Electronic Transit Ticketing\n-Dynamic Fare Reduction\n-","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]
[null,"Vision Enhancement for Crash Avoidance","Vision Enhancement for Crash Avoidance employs night vision and heads‐up displays installed in advance to improve driver vision by technological enhancement. This strategy within connected vehicles technology is specifically appealing to rural areas, where wild animals\ncan venture into roadways and cause crashes. Applied within urban or downtown areas; pedestrians can better be identified in the evening.","https://www.extremetech.com/extreme/193402-what-is-night-vision-how-does-it-work-and-do-i-really-need-it-in-my-next-car\nhttp://ir.uiowa.edu/cgi/viewcontent.cgi?article=1112&context=drivingassessment","Vision Enhancement may work well with these strategies:\n-Connected vehicle technologies\n-Install CCTV\n-Install Bluetooth\n-Dynamic Message Sign(s)\n-Communications/Network Upgrades (fiber)","TO BE DETERMINED","TO BE DETERMINED","PENDING","$","$"]
[null,"Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Wrong Way Driving Countermeasures","Wrong Way Driving Countermeasures use intelligent solutions like LED WRONG WAY signs on ramps to grab the attention of wrong way driversprior to entering the mainline. Other countermeasures include using microwave vehicle detection systems to detect wrong way drivers and alert traffic management centers and highway patrol immediately.\n\nWrong way crashes, while they do not occur as often, result in incapacitation or death 50% of the time, which is much higher than the average crash. Wrong way driving is usually linked to intoxicated drivers, roadway design challenges, or lighting or signing concepts. By using this simple technology, this strategy could be used to protect drivers of major Freeways and Expressways from wrong way drivers. Major deployments can be found in Texas, Florida, California, New Mexico and Washington. In Florida (Central Florida more specifically), wrong way driving countermeasures are being used on CFX’s system.","https://www.cga.ct.gov/2008/rpt/2008-r-0491.htm\nhttps://safety.fhwa.dot.gov/intersection/other_topics/wwd/\nhttp://stars.library.ucf.edu/etd/5334/\nhttps://www.cfxway.com/for-travelers/projects/wrong-way-driving-detection-and-prevention-system/","Wrong Way Driving Countermeasures  incorporate a variety of TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Traffic Incident Managmeent (TIM)\n-Integrated Corridor Managmeent (ICM)\n-En-route Driver Information\n-Route Guidance\n-Variable Speed Limit\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$"]
[null,"Advanced Intersection Detection","Advanced intersection detection incorporates some type of advance detection beyond the standard vehicle detection loop. Additional detection may include an advance detector loop that is placed further away from the intersection to provide advance detection of approaching vehicles. In coordination with adaptive signal control, this advance detector loop can be used to reduce wait times for approaching traffic and more accurately determine the number of vehicles queuing at the intersection. Alternatively, Advanced Intersection Detection may include replacing the existing standard vehicle detection loop with a video image vehicle detection system (VIVDS) or similar technology. Depending on the conditions of the roadway and other factors, replacing standard loops with VIVDS may be a cost-effective option that also improves vehicle detection at intersections. ","https://static.tti.tamu.edu/tti.tamu.edu/documents/4285-S.pdf\nhttps://safety.fhwa.dot.gov/intersection/conventional/signalized/tech_sum/fhwasa09008/","Advanced Intersection Detection works well with the following strategies:\n-Adaptive Signal Control\n-Install Bluetooth\n-Install CCTV\n-Controller Upgrades\n-Signal ATMS\n-Active Arterial Management (AAM)\n-Communications/Network Upgrades (Fiber)","TO BE DETERMINED","TO BE DETERMINED","PENDING","$$","$$"]

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[null,null,"FDOT District 5 TSM&O Strategy Guide"]
[null,null,"Facility Type :","Arterial"]
[null,null,"Location :","Roadway"]
[null,null,"Symptom :","Work Zone"]
[null,null,"Recurring/Non-Recurring :","Non-recurring"]
[]
[null,null,"TSM&O Strategy:","Description of Strategy:","Capital Costs","Operating Costs","Complementary Strategies","Conflicting Strategies","Example Benefit-Cost Ratio","Additional Information:","Proven TSM&O Stategy Handout Link"]
[null,null,"Travel Demand Management","Travel Demand Management encompasses a range of techniques designed to influence traveler behavior by either reducing the demand for travel or spreading the demand in space and time. Travel demand management techniques include congestion pricing, ridesharing, development of transit alternatives, promotion of non‐motorized transportation such as cycling and pedestrian activities, telecommuting and land use management.\n\nIn most major US urban areas, this is usually performed under the auspices of the MPO. In order to accommodate future growth and transportation demand, it will be necessary to consider travel demand management strategies in addition to capital investment programs. This tactic is thoroughly supported among the stakeholders, since these agencies are able to influence the choices of the travelling public. Mode choices normally overlooked may be advertised in such a way that those options truly are viable options. Bike Share and/or Car Share Programs would also be included in this strategy.","$$","$$","Travel Demand Management (TDM) works well with these other TSM&O strategies, including:\n-Dynamic Message Sign(s)\n-Event Management\n-Work Zone Management\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-Pre-Trip Travel Information\n-En-route Driver Information\n-Transit Traveler Information\n-Route Guidance\n-Variable Speed Limit\n-Express Bus / Limited Stop Bus\n-Bus Rapid Transit\n-Park and Ride Lots\n-Queue Jump\n-Fixed Route Transit\n-Regional Payment System\n-Freight Mobility","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
[null,null,"En-Route Driver Information","Smart phones or in‐vehicle information systems are used to provide driver information during the course of the journey, known as En Route Driver Information. Roadside dynamic message signs can also provide en route driver information on a more limited basis. The driver information is based on data from multiple sources fused together into a central database. This data is packaged into meaningful information and delivered to drivers. There is significant private sector involvement in the delivery of information to drivers in vehicles and this forms part of the Connected Vehicle program.\n\nSimilar to pre‐trip traveler information, en route driver information is being provided within the context of 511 system deployments with private sector entities, including WAZE and Google who also provide this via smart phones on a nationwide basis. Delivering quality traveler information en route allows drivers to improve decision making. This would optimize the use of the transportation network, making the best use of current transportation capacity in the region.","$$","$$","En-Route Driver Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://www.fhwa.dot.gov/publications/research/safety/96145/sec1.cfm","PENDING"]
[null,null,"Pre-Trip Travel Information","Pre‐Trip Travel Information utilizes data from multiple sources, used together, to create a comprehensive picture of current traffic conditions. A range of information delivery techniques is then used to deliver information to regional travelers. In this particular instance, smart phones, interactive voice response and web‐based systems are used to provide information before travel.\n\nAccording to FHWA, pre‐trip traveler information is being provided within the context of 511 system deployments in more than 30 states. In addition, third parties already provide this service to some level. Florida already offers traveler information support via the 511 system, where users can hear travel information for specific routes or even receive phone, text or e‐mail alerts about incidents. Delivering quality traveler information at the pre‐trip stage allows maximum flexibility in terms of travel choice of route, mode and timing of the journey. This significantly improves traveler decision‐making, making the best use of current transportation capacity in the region.","$$","$$","Pre-Trip Travel Information works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Predictive Traveler Information\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/wz/traffic_mgmt/\nhttps://ops.fhwa.dot.gov/wz/index.asp","PENDING"]
[null,null,"Route Guidance","Smart phones and in‐vehicle information systems are used to provide turn by turn driving directions to enable drivers to get from origin to destination. Guidance is based on a centralized navigation database, digital maps and often takes into account current and prevailing traffic\nconditions. This is already being provided through Google and presently, many cars come standard with navigation systems.\n\nMaintaining and improving traveler information is important to all of the District 5 stakeholders because the more informed the traveling public is, the less delay occurs and the more traffic continuously flows. Many of the region’s stakeholders are willing to pump data to and from their own TMC or databases to aid in the transportation of information to end users.","$$","$$","Route Guidance works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-En-Route Driver Information\n-Queue Warning System\n-Traffic Incident Management (TIM)\n-Event Management\n-Work Zone Management\n-Travel Demand Management (TDM)\n-Transit Traveler Information","TO BE DETERMINED","TO BE DETERMINED","IN DEVELOPMENT","PENDING"]
[null,null,"Work Zone Management","Maintaining safe and smooth traffic flow through work zones is increasingly relevant. The safety of construction crews and travelers must be first priority of any Work Zone Management strategy. In work zones, safety can be enhanced through separation and barriers, lighting, speed control, education, enforcement, and more. Once safety is addressed, agencies can optimize construction staging, lane closures, detours, and incident management to reduce delays to the traveling public.","$$","$","Work Zone Management works well with these TSM&O strategies:\n-Travel Demand Management (TDM)\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Dynamic Message Sign(s)\n-Event Management\n-Adaptive Signal Control","TO BE DETERMINED","TO BE DETERMINED","http://dot.state.mn.us/research/reports/2017/201720.pdf\nhttp://trrjournalonline.trb.org/doi/pdf/10.3141/2555-06","PENDING"]
[null,null,"Active Arterial Management (AAM)","FHWA defines AAM as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The 2017 TSM&O Strategic Plan (FDOT CO) notes that AAM applies freeway management practices to major urban arterials. \n\nEssentially, AAM is the use of sensors and advanced traffic signal control on major arterials that are used to collect traffic flow and travel time data, while TMC operations provide the ability to adapt signal timings to prevailing traffic conditions. A lower‐cost version of AAM involves the use of a more limited range of sensors and less sophisticated traffic control, supported by the technical resources with a focus on maintaining traffic signal timings on a regular basis.","$","$$$","AAM works well with these other TSM&O strategies:\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Controller Upgrades\n-Event Management\n-Transit Signal Priority\n-Adaptive Signal Control\n-Traffic Signal Re-timing\n-Queue Warning\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Pre-Trip Travel Information\n-Predictive Traveler Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
[null,null,"Dynamic Routing","Dynamic Routing makes use of roadside variable message signs to direct traffic around an incident on the mainline of freeways and arterials. Dynamic Routing can also redirect motorists to less congested facilities. Traffic sensors along the highway can also be used to detect prevailing traffic conditions on the mainline and also in diversion routing. An algorithm can be used, or manual operator intervention, to dynamically change routing instructions based on congestion levels. Dynamic routing can also be achieved through the use of in‐vehicle information systems; in specific cases where individual drivers can be given different re‐routing instructions. Typically, the private sector would provide the in‐vehicle equipment and the information content to be delivered to the driver. Examples of this include WAZE and recent versions of Google maps with traffic condition information.","$$","$$","Dynamic Routing works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Work Zone Management\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Queue Warning System\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop17003/index.htm\nhttps://mobility.tamu.edu/mip/strategies-pdfs/active-traffic/technical-summary/Variable-Speed-Limit-4-Pg.pdf","PENDING"]
[null,null,"Emergency Vehicle Management","Emergency Vehicle Management reduces the response time to incidents for emergency responders by making use of automated vehicle location and computer‐aided dispatching technologies. Unlike Opticom, where signals pick up sensors from emergency vehicles and turn lights green to allow those vehicles to move through intersections easily (i.e. move the affected signals “out of step”), this application would open a certain corridor or pathway to the incident by turning the entire pathway green. Therefore, emergency vehicles can flow relatively seamlessly to an incident.\n\nThis has been implemented by a large number of fire, police and ambulance services across the country. This strategy would form part of an overall incident management program for the region; which is a goal for the area. Central Florida already has an incident management coalition and the activities of this group could be reinforced by emergency vehicle management systems that improve the efficiency of emergency management services in vehicle dispatch. It should be noted that the software driving this application is fairly expensive.","$$","$","Emergency Vehicle Management works well with these other TSM&O strategies:\n-Automated Vehclie Location (AVL)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Traffic Management Center (TMC)\n-Traffic Signal Preemption (Emergency Vehicles)\n-Adaptive Signal Control\n-Road Ranger Service Patrol\n-Emergency Notification & Personal Security\n-Hazardous Materials Security & Incident Resposne\n-Disaster Response & Evacuation","TO BE DETERMINED","TO BE DETERMINED","https://mobility.tamu.edu/mip/strategies-pdfs/traffic-management/technical-summary/traffic-management-centers-4-pg.pdf","PENDING"]
[null,null,"Queue Warning System","Q‐WARN is used to inform travelers of the presence of downstream stop‐and‐go traffic (based on real‐time traffic detection) using warning signs and flashing lights. Drivers can anticipate an upcoming situation of emergency braking by slowing down ahead of time and avoid erratic behavior, ultimately reducing queuing‐related collisions. Dynamic message signs show a symbol or word, along with flashing lights, to inform motorists of queues with significant slowdowns ahead. Sensors in the highway detect traffic speeds and flows and these are passed to a specially developed algorithm that determines what messages should be displayed on various parts of the highway. This strategy might also be combined with the use of a variable speed limit system to reduce severe acceleration and deceleration on the approach to a bottleneck. Speed harmonization and lane control signals that provide incident management capabilities can also be combined with queue warning. The system can be automated or controlled by a traffic management center operator. Work zones also benefit from Q‐WARN with portable dynamic message sign units placed upstream of expected queue points.","$","$","Queue Warning System works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Variabe Speed Limit \n-Work Zone Management\n-Active Arterial Management (AAM)\n-Event Management\n-Integrated Corridor Management (ICM)\n-Traffic Incident Managmeent (TIM)\n-Predictive Traveler Information\n-En-route Driver Information\n-Route Guidance","TO BE DETERMINED","TO BE DETERMINED","https://ops.fhwa.dot.gov/publications/fhwahop09015/cp_prim7_05.htm","PENDING"]
[null,null,"Variable Speed Limit","Variable Speed Limit, or Speed Harmonization, alerts drivers to imminent traffic congestion and provides a dynamic speed limit to slow down vehicles approaching the congestion. Sensors along the roadway detect when congestion or weather conditions exceed pre-determined thresholds and the system automatically reduces the speed limit to slow traffic and postpone the onset of congestion. The goal of Variable Speed Limit is to preemptively reduce travel speeds, which allows smooth traffic flow and avoids stop-and-go conditions. As congestion dissipates, speed limits may return to normal. \n\nVariable Speed Limit can also be used when weather leads to adverse driving conditions. Speed limits are reduced to encourage drivers to slow down during adverse weather conditions, improving safety. Once driving conditions normalize, speed limits are returned to normal.","$$","$$","Variable Speed Limit works well with these other TSM&O strategies:\n-Dynamic Message Sign(s)\n-Integrated Corridor Management (ICM)\n-Traffic Incident Management (TIM)\n-Active Arterial Management (AAM)\n-Event Management\n-Work Zone Management\n-Retroreflective Signal Back Plates\n-Innovative Intersection Designs","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","http://www.sfcta.org/transportation-planning-and-studies/congestion-management/mobility-access-and-pricing-study-home\nhttps://ops.fhwa.dot.gov/congestionpricing/strategies/involving_tolls/zone_based.htm","PENDING"]
[null,null,"Traffic Management Center (TMC)","A Traffic Management Center (TMC) serves as the \"mission control\" for an area's major roadway network. Generally, operators working from the TMC monitor freeways, arterials, traffic signals, and intersections/interchanges by sensors, closed-circuit television (CCTV) feeds, and other technology deployed throughout the area. TMC operators can use the variety of information provided by this equipment, as well as other resources (first responders, customers, etc.), to ensure the roadway network is operating as safely and effectively as possible. Some responsibilities of TMC operators include: notifying road rangers or first responders of disabled vehicles, traffic incidents, or other activities; notifying the general public / media of travel conditions via traffic information resources (DMS, SunGuide, etc.); and performing signal re-timings and other operations as needed. A TMC is generally a great tool for improving a safety and efficiency for an area's roadway network; however, it takes considerable funds to deploy (building construction costs) and additional funds to maintain operations. A TMC deployment should not take place without significant ITS infrastructure (sensors, controllers, CCTV, etc.) already on the ground. A Regional TMC (RTMC) can also be implemented, though it is generally deployed for major regional roadway projects, such as integrated corridor management, that span several jurisdictions. ","$$$","$$","A Traffic Management Center (TMC) may work well with or support the following TSM&O strategies:\n-Install Bluetooth\n-Install CCTV\n-Communications/Network Upgrades (fiber)\n-Controller upgrades\n-Adaptive Signal Control\n-Signal ATMS\n-Traffic Signal Re-timing\n-Traffic Incident Management\n-Active Arterial Management (AAM)\n-Integrated Corridor Management (ICM)\n-Dynamic Message Signs\n-Road Weather Information System (RWIS)\n-Road Ranger Service Patrol\n-En-Route Driver Information\n-Pre-Trip Traveler Information\n-Predictive Traveler Information\n-Route Guidance\n-Work Zone Management\n-Event Management\n-Dynamic Pricing\n-Corridor Pricing\n-Emergency Notification & Personal Security","TO BE DETERMINED","The Seattle Metropolitan area found that over a 30-year period, its systemwide variable tolling system could exceed $28 billion in benefits, resulting in a 6.00 BCR. \n\n(from ITS Benefits, Costs, and Lessons Learned. 2017 FHWA JPO. FHWA-JPO-17-500)  ","https://ops.fhwa.dot.gov/congestionpricing/faq/index.htm#faq_05\nhttps://ops.fhwa.dot.gov/publications/fhwahop13007/pmlg7_0.htm","PENDING"]