Use of Decisionmaking and Information Management Systems in Mainstreaming TSMO

2. Decision Support Systems and Mainstreaming TSMO

Organizations can implement efficient and consistent decisionmaking processes to assist decisionmakers at every level with managing the overwhelming amount of data and information they encounter daily. A variety of factors and biases can negatively affect individual decisionmaking, but the effective use of DSSs can allow transportation agencies to circumvent or eliminate these biases. This chapter provides examples of how organizations can use DSSs. The factors and biases that can impact individual decisionmaking are described in Chapter 5.

Decision Support Systems

There are tools that can provide support throughout the decisionmaking process. DSSs can help transportation agencies make decisions more efficiently and reduce the effect of human bias on decisionmaking. To support mainstreaming TSMO, DSSs can aid in planning, operations, maintenance and asset management, and performance management.

DSSs generally consist of three components: (1) the data/knowledge base, (2) the model (criteria and decision context), and (3) the interface. (Haettenscwhiler 1999, Marakas 1999) Most implementations neglect the context, which is also critical to how the DSS integrates with the organizational framework. (FHWA 2018) Decision support tools are also used at the leadership level to support cultural change.

DSSs are defined as computer-based information systems that support business or organizational activities and are fully computerized, human-powered, or a combination of both. (FHWA 2018) DSSs can also occur in a range of technology levels, from mechanical to digital. Within a transportation context, a traffic simulation model is an example of a tool that supports data analysis. Although a traffic model is not a “system,” it produces information that supports the process of making decisions. A range of decision support tools is deployed within a transportation context and used to manage and control traffic as well as coordinate amongst staff members and outside stakeholders.

Applying DSSs in transportation, as stated by Lukasik et al. (2011), can support a variety of real‑time traffic management activities, including:

• Traffic incident response strategy assessments.
• Online travel information systems.
• Predictive travel time calculations.
• Dynamic route guidance.
• Adaptive ramp metering using predictive traffic congestion algorithms.
• Intelligence-based transit DSS.
• Dynamic emergency vehicle routing.
• Emissions management.
• Urban and interurban congestion management.
• Security threat mitigation and large-scale evacuation management.

Transportation Agency Uses of Decision Support Systems

Numerous recent examples exist of DSS in transportation (specifically transportation management systems), though most do not have a direct link to mainstreaming TSMO. The research for this White Paper found decision support tools available at the national level to support the integration of TSMO into other functions of a DOT, which can support mainstreaming TSMO. Interviews with State DOTs for this paper also uncovered decision support tools specific to State DOTs that help them mainstream TSMO.

Table 1 provides a sample list of decision support tools available to all transportation agencies that can support mainstreaming TSMO within specific functional areas of a DOT.

Table 1. Sample decision support tools to support mainstreaming TSMO.

Functional Area	Decision Support Tool
Environment	FHWA offers a web-based tool, INVEST (Infrastructure Voluntary Evaluation Sustainability Tool), to support transportation agencies in assessing and evaluating projects and programs that are economically, socially, and environmentally sustainable. Agencies can evaluate TSMO investments within the operations and maintenance area of the tool. Agencies are rewarded within the tool for putting in place operational strategies, integrating TSMO into design, and monitoring progress toward specific goals. (https://www.sustainablehighways.org/)
Design	The Reliability by Design tool, developed as part of the second Strategic Highway Research Program, can help agencies determine how design strategies can improve travel-time reliability. It is a spreadsheet based analysis tool that helps agencies estimate the effectiveness and comparative economic benefits of design treatments at specific locations. The tool is available for download. (http://www.trb.org/Main/Blurbs/169768.aspx)
Safety	The FHWA Intersection Control Evaluation (ICE) tool is a data-driven, performance-based framework that supports agencies in evaluating their intersection configuration and control options. It assists agencies in balancing operational, safety, and multimodal objectives. (https://safety.fhwa.dot.gov/intersection/ice/)
Planning	PlanWorks is a web resource that provides decision support in the areas of long-range planning, programming, corridor planning, and environmental review. Developed by FHWA, it offers a decision guide to support linking planning and operations. (https://fhwaapps.fhwa.dot.gov/planworks/Application/Show/7) In addition, TOPS-BC is a sketch-planning-level decision support tool developed by the FHWA Office of Operations. It is intended to provide support to transportation practitioners in benefit/cost analysis for a wide range of TSMO strategies. The tool was developed with the primary purpose of screening multiple TSMO strategies and for providing “order of magnitude” benefit/cost analysis estimates. (https://ops.fhwa.dot.gov/plan4ops/topsbctool/index.htm)

Several State DOTs have developed decision support tools to mainstream TSMO in construction management, planning, project development, and road maintenance. While mainstreaming TSMO was typically not the primary purpose of the tools, they help connect several DOT functions to TSMO.

Florida DOT and university researchers developed a decision support tool to improve transportation management center operations and it helps to integrate TSMO with construction management decisions. Florida DOT, along with university researchers, fused traffic and event data collected by regional centers with private-sector, point detector, work zone, planning, weather, ramp metering, and managed lane toll pricing data (among others) to develop an integrated web-based tool called ITS Data Capture and Performance Management (ITSDCAP). (Hadi et al. 2015a, 2015b) The tool provides decision support for TMC operations, including assistance in construction management. This example demonstrates the integration of existing software and various streams of data (including operations, planning, and maintenance) to facilitate decisionmaking to connect TSMO and construction management decisions, leading to mainstreaming TSMO.

Similarly, Maryland DOT uses a host of advanced analysis, modeling, and simulation (AMS) tools that support various TSMO-oriented decisions as part of TSMO planning, alternatives analysis, engineering, and performance management. (Kim et al. 2017) Both AMS and ITSDCAP provide decision support through the prediction of incident impacts, calculation of the probability of breakdowns, and assistance in construction management. (Hadi et al. 2015a, Kim et al. 2017) AMS is capable of long-term travel demand planning and assessing active traffic and ICM, which mainstreams TSMO into planning decisions. Both AMS and ITSDCAP are comprehensive in their applicability. AMS is fast and can simulate large-scale transportation systems at less than 1/100 real-time. In Maryland, information about incidents, lane capacity, weather, and increased demand due to events provide the inputs to predict traffic conditions. Maryland DOT State Highway Administration (SHA) has used the AMS tools to screen alternatives, develop various operational scenarios, and develop TSMO strategies. Outcomes include better traffic monitoring, road closure predictions, and relevant notifications for travelers. (MDOT SHA 2017)

Ohio DOT developed the Traffic Operations Assessment Systems Tool (TOAST) “in an effort to make data-driven decisions and determine operationally sensitive corridors throughout the state.” (Ohio DOT n.d.) This tool mainstreams TSMO within the planning process in Ohio and also integrates operations with safety and freight considerations. TOAST is an interactive spreadsheet in which routes are segmented into the State Priority System with breaks at the urban area boundaries, interchange center points, and road functional class changes. For each of the categories of travel time performance, bottlenecks, incident clearance, secondary crashes, safety performance, volume per lane, and freight corridors, TOAST normalizes the data ranges into values of 0-10 and then multiplies them by a weighting factor. TOAST calculates the total score for a route as a percent based on the score for each category divided by the total possible maximum score, wherein a higher percentage indicates better route performance and a lower percentage indicates a greater need for TSMO strategies. (Ohio DOT 2018a)

Not all DSSs require high-technology equipment or cutting-edge software. Colorado DOT developed an operations review element to its project development checklist to help facilitate decisionmaking. (Colorado DOT 2019) The areas of Colorado DOT maintenance, access management, operations, safety, and ITS combine into an inter-disciplinary approach to identify operational elements for consideration early in the project lifecycle. The TSMO evaluation has three parts: a safety assessment, an operations assessment, and an ITS assessment. The TSMO evaluation analyzes the project area and recommends improvements related to safety and mobility. This process has the potential to optimize decisionmaking while utilizing a low‑cost approach.

Road weather management is a connection point for TSMO and maintenance and an opportunity to expand mainstreaming TSMO into road maintenance within DOTs. Some DOTs have developed and deployed programs that allow operators to plan for more appropriate signaling and signage to keep travelers informed. Wyoming DOT developed an application that allows maintenance personnel to report weather-related road conditions and make recommendations to transportation center-based staff. Michigan DOT combines multiple data sources into a system that generates real-time traveler alerts displayed on dynamic message signs. Although the systems are quite different, both improve operating conditions during poor weather conditions. (FHWA 2017) Utah’s predictive system generates estimates of traffic conditions and gives operators the ability to deploy traffic signal timing plans that are most appropriate for those traffic conditions. (FHWA 2017, FHWA 2014)

Use of Decision Support Systems for Integrated Corridor Management

ICM is heavily reliant on IMS and decision support tools to operate successfully. ICM programs mainstream proactive, dynamic TSMO among multiple agencies and modes within a corridor. The data and systems required for ICM provide an opportunity to mainstream TSMO into several areas of a DOT, including coordination with other entities, planning, safety, IT, and asset management. Table 2 includes examples of ICM implementations.

Table 2. Examples of ICM Implementation.

Agency	Example	How It Applies to Mainstreaming TSMO
Florida DOT	Florida DOT’s approach to ICM includes developing a DSS, as well as tie-in to an information exchange network that allows stakeholders to view/edit events and equipment status and coordinate response plans. It is particularly important in managing traffic during the Interstate 4 (I-4) Ultimate Improvement Project by using arterials to mitigate traffic congestion. Florida DOT has also been developing dashboards to help move the agency toward the increased use of ICM, which has been a long-standing focus of the agency. (Florida DOT 2018)	The DSS and IMS in Florida DOT’s ICM approach help mainstream TSMO across responder agencies and support decisionmaking during incidents and construction. Florida DOT is using data and performance measures to illustrate the importance of using ICM.
San Diego	San Diego has a long-standing and well-developed ICM system. The update to San Diego Forward: The Regional Plan, adopted in 2019 (SANDAG 2018), describes the anticipated completion of the next set of ICM Concept of Operations Reports. The reports would identify and expand on the ICM concept for up to three new corridors, in addition to existing I-15. These reports are a first step in establishing institutional and technical partnerships needed for successful collaboration in an ICM environment. The San Diego Association of Governments is also currently coordinating with the California Department of Transportation (Caltrans) on the development of the next ICM concept by completing the I-805 South Corridor TSMO Plan.	The institutional and technical partnerships developed for ICM can help mainstream TSMO into corridor planning and operations. ICM is an area where the larger concept of TSMO could be integrated early on in ICM efforts and provide opportunities for it to be mainstreamed as ICM is expanded.
Iowa DOT	Iowa DOT is conducting ICM studies focused on a corridor around the Des Moines metropolitan area. (Iowa DOT 2018)	Iowa DOT’s ICM initiatives are in the planning stage (at the time of this White Paper) but provide an opportunity to increase support and awareness for TSMO concepts within an agency and promote broader mainstreaming.
Maryland DOT	Maryland DOT plans to develop ICM capabilities in the Baltimore-Washington Corridor. Through the ICM Pilot Project, stakeholders from multiple functional areas within the DOT collaborated to develop a concept of operations, ICM AMS plan, and a deployment approach. The functions included planning, freeway operations, roadway operations, emergency responders, and information providers. (Mahapatra and Singleton 2016) The Maryland DOT SHA incorporated the recommendations of the pilot as a set of projects in the TSMO Master Plan. The agency has upgraded the signal infrastructure and has active projects to deploy ITS infrastructure and upgrade its advanced transportation management systems to implement these strategies. MDOT SHA is also transferring the lessons learned from the ICM Pilot to other corridors in the State through the TSMO Master Plan.	The ICM Pilot Project raised awareness of TSMO strategies among multiple functional areas and stakeholders, supporting the integration of TSMO. It also furthered TSMO planning within the agency.
Michigan DOT	Michigan DOT’s TSMO program includes funding received in 2012 to implement ICM in three distinct corridors: I-75 in Oakland County, I-75 in Wayne County, and I-696 in Macomb County.	ICM strategies are part of the larger TSMO program, including connected and automated vehicles and active traffic management. (Miller, Juckes, and Adler 2018) ICM helps to build the TSMO program and increase its awareness within the agency. This may lead to increased mainstreaming.

Use of Data and Decision Support Tools for Active Transportation and Demand Management

ATDM strategies are part of the TSMO programs of transportation agencies and require the use of IMSs and some type of decision support tool due to the dynamic nature of ATDM. The data and systems required for ATDM provide an opportunity to mainstream TSMO into several areas of a DOT, including asset management, maintenance, IT, safety, and planning. Table 3 describes the use of ATDM in three States.

Table 3. Use of ATDM in Three States.

Agency	Example	How It Applies to Mainstreaming TSMO
Washington State DOT	Washington State DOT uses an ATDM strategy that includes overhead lane signs to provide motorists with advance notice of traffic conditions. The goal of the system is to reduce the likelihood of collision and improve traffic flow by using changeable messages signs with variable speed limits, symbols for driver direction, and warning messages related to congestions or crashes. The implementation began in 2010 as one of the first in the country and focused on sections of I-5, I-90, and State Route 520. Evaluation results showed a 14 percent decrease in weekend collisions attributed to unfamiliar drivers being given real-time information. (FHWA 2017)	The measurable success of a TSMO-related strategy, ATDM, validates the importance of TSMO in improving system performance, which can lead to greater emphasis on TSMO within an agency and incorporation within other divisions.
Ohio DOT	Ohio DOT uses data and maps of safety hot spots to determine where to place safety patrols. There is an effort underway to replace all advanced traffic management system modules and capture all traffic data flow in a new data warehouse, allowing for easier fusion of data. (Ohio DOT 2018b, 2017)	This is an example of the importance of IMS and use of big data to support decisionmaking for incident management. This supports the connection of TSMO and safety within the agency.
Tennessee DOT	Tennessee DOT received $100,000 from the State Transportation Innovation Councils Network in 2016 to develop a data analytics tool for its freeway service patrol (HELP trucks) dispatch decisionmaking. The project ties closely to the FHWA Every Day Counts trainings on incident management and data-driven safety analysis.1	This is also an example where TSMO and safety are linked through a decisionmaking tool. It also helps elevate the effectiveness of TSMO strategies, which may lead to greater mainstreaming through the DOT.