High Level Bridge ITS Concept of Operations (ConOps)

Interstate 95 Bridge over the Piscataqua River (High Level Bridge) ITS Concept of Operations (ConOps)

PREPARED FOR State of New Hampshire Department of Transportation (NHDOT) Bureau of Transportation Systems Management and Operations (TSMO)

IN COOPERATION WITH State of Maine Department of Transportation (MaineDOT)

Maine Turnpike Authority (MTA)

PREPARED BY

2 Bedford Farms Drive Suite 200 Bedford, NH 03110 603-391-3900

November 17, 2020

High Level Bridge ITS Concept of Operations (ConOps)

Table of Contents

1 Scope and Background...... 1

1.1 Purpose ...... 1 1.2 Background ...... 2 1.3 Problem Statement ...... 2 1.4 Document Overview ...... 3 1.5 Intended Audience ...... 3

2 Operational Needs ...... 5

2.1 Stakeholders ...... 5 2.2 Operational Needs Overview ...... 6 2.3 Data Collection and Monitoring ...... 6 2.4 Roadway and Roadside Elements ...... 8 2.5 Information Messaging and Dissemination ...... 11 2.6 Communications ...... 13 2.7 Processes and Procedures ...... 13

3 System Overview ...... 16

3.1 Relationship to Existing Systems ...... 16 3.2 Owners and Operators ...... 16 3.3 Part-Time Shoulder Use (PTSU) System ...... 17 3.4 Integration ...... 20

4 System Operations and Support ...... 22

4.1 Operational Needs Summary ...... 22 4.2 Software ...... 31 4.3 Facilities ...... 31 4.4 Personnel Resources...... 33 4.5 System Maintenance ...... 34 4.6 Policy and Procedures...... 34 4.7 Other Support ...... 34

5 Operational Scenarios ...... 36

5.1 Typical Operations...... 36 5.2 Atypical Operations ...... 44

6 Performance Measures ...... 49

6.1 Performance Metrics ...... 49 Appendices

High Level Bridge ITS Concept of Operations (ConOps)

List of Tables

Table 2-1: Operational Needs – Data Collection and Monitoring ...... 8

Table 2-2: Operational Needs – Roadway and Roadside Elements...... 10

Table 2-3: Operational Needs – Information Messaging and Dissemination ...... 12

Table 2-4: Operational Needs – Communications ...... 13

Table 2-5: Operational Needs – Processes and Procedures ...... 14

Table 5-1: Peak Friday Evening – Stakeholders’ Roles and Responsibilities ...... 38

Table 5-2: Peak Saturday Midday – Stakeholders’ Roles and Responsibilities ...... 40

Table 5-3: Peak Sunday Afternoon - Stakeholders' Roles and Responsibilities ...... 42

Table 5-4: Congestion Alarm - Stakeholder's Roles and Responsibilities ...... 46

Table 5-5: Incident Detection – Supplemental Stakeholders’ Roles and Responsibilities . 48

Table 6-1: Performance Metrics ...... 50

High Level Bridge ITS Concept of Operations (ConOps)

List of Figures

Figure 3-1: TM22 - Dynamic Lane Management and Shoulder Use Service Package ...... 18

Figure 3-2: TM01 – Infrastructure Based Traffic Surveillance ...... 21

Figure 4-1: Existing NHDOT CCTV camera view showing I-95 Northbound congestion... 23

Figure 4-2: MVDS side-firing coverage ...... 23

Figure 4-3: RWIS Field Devices and Data Communication ...... 24

Figure 4-4: WX01 Weather Data Collection Information Flows ...... 25

Figure 4-5: TM06 Traffic Information Dissemination...... 26

Figure 4-6: Overhead DMS in New Hampshire ...... 27

Figure 4-7: Ground-Mounted DMS in New Hampshire ...... 27

Figure 4-8: Semi-Permanent PCMS in New Hampshire ...... 28

Figure 4-9: Real-Time Travel Time Sign in Maine ...... 28

Figure 4-10: Lane Control Signs...... 29

Figure 4-11: Existing microwave radio antenna located on the High Level Bridge ...... 29

Figure 4-12: Fiber Optic Cable ...... 30

Figure 4-13: Fiber optic cable installation in New Hampshire ...... 30

Figure 4-14: New England 511 Web Portal, New England Compass ATMS ...... 31

Figure 4-15: New Hampshire TMC ...... 32

Figure 4-16: Maine Turnpike Authority TMCC ...... 32

Figure 4-17: NHDOT Bridge Maintenance Facility location ...... 33

High Level Bridge ITS Concept of Operations (ConOps)

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High Level Bridge ITS Concept of Operations (ConOps)

Scope and Background Chapter 1 provides general project background including the problem statement, the system objectives, and an overview of the rest of the document.

1.1 Purpose

The New Hampshire Department of Transportation (NHDOT), Maine Department of Transportation (MaineDOT), and Maine Turnpike Authority (MTA) have jointly initiated a project to implement a part-time shoulder use (PTSU) system between the State of New Hampshire and the State of Maine using the Interstate 95 (I-95) corridor bridge over the Piscataqua River. This shoulder lane would serve as an available fourth lane for travel during peak traffic when the travel demand exceeds the available capacity of the bridge.

The purpose of the Concept of Operations (ConOps) document is to serve as a conceptual guide for the design, implementation, and operation of the PTSU system. This report describes the characteristics of the proposed PTSU system from the perspective of the operators, the owners, and the users.

The NHDOT, MaineDOT, and MTA intend to implement this project through the Design/Build project delivery method with a request for proposals (RFP) to be advertised in the summer of 2020.

1 Scope and Background High Level Bridge ITS Concept of Operations (ConOps)

1.2 Background

The I-95 corridor is the major north-south route along the east coast of New England. The I-95 Bridge over the Piscataqua River, also known as the High Level Bridge (HLB), provides the highest capacity vehicle connection between the State of Maine and the State of New Hampshire. The I-95 corridor in Maine joins with the Maine Turnpike, which is owned and maintained by MTA. The HLB is jointly owned and maintained by the NHDOT and MaineDOT. The I-95/Maine Turnpike corridor in this area can generally accommodate the travel demand; however, the travel demand exceeds the available capacity during peak periods of the week and peak seasons of the year when the HLB experiences traffic congestion. This congestion leads to safety issues, including crashes and friction with merging traffic at interchanges in close proximity to the HLB.

This ConOps document is focused on the proposed PTSU system to be deployed between Exit 5 in New Hampshire and Exit 3 in Maine for northbound traffic and between Exit 2 in Maine and Exit 5 in New Hampshire for southbound traffic.

1.3 Problem Statement

During normal travel demand, the I-95/Maine Turnpike corridor in the area of the HLB can accommodate the traffic flow northbound into Maine and southbound into New Hampshire. The travel demand exceeds capacity during peak periods of the week and especially during peak seasons of the year.

The I-95/Maine Turnpike corridor experiences both recurring and non-recurring traffic congestion. Recurring congestion refers to the cyclical peak traffic volumes that occur at predictable times. Within the proposed PTSU limits, these peak traffic volumes have been observed during the weekday morning and weekday evening commuter peak hours, as well as on weekends during the summer and near winter holidays. The commuting peak hours tend to represent overall higher traffic volumes, while the weekend traffic tends to be directional with flows generally higher northbound on Fridays and southbound on Sundays (Saturday peak traffic flow tends to be bi-directional).

The I-95/Maine Turnpike corridor also experiences non-recurring congestion associated with several factors that occur outside of peak traffic conditions. The most common cause of non- recurring congestion is crashes and their resultant impact on highway throughput. Another common cause of non-recurring congestion is inclement weather. Fog, heavy rains, snow, and ice are known to cause traffic to slow down, thereby reducing the effectiveness of the available travel lanes to process the traffic demand. Yet another cause of non-recurring congestion is highway construction and maintenance work zones. While most work zones can be planned to avoid peak travel demand periods, they have negative impacts on highway capacity by causing unanticipated slowdowns, bottlenecks, and distractions.

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1.3.1 System Objectives

The primary objective of the proposed PTSU system is to address recurring and non- recurring congestion. The system objectives of this project are to reduce congestion, increase safety, and enhance mobility along the I-95/Maine Turnpike corridor. Congestion reduction may be achieved by avoiding or postponing the onset of recurring congestion, reducing the impacts of non-recurring congestion, and providing enhanced traveler information when downstream congestion occurs. To increase safety along the corridor, a key objective is to reduce crashes. Decreasing the number of collisions includes alleviating the frequency of crashes as well as the severity of crashes. The third objective of enhancing mobility requires maintaining high levels of freeway mobility along I-95/Maine Turnpike while keeping highway through traffic off the local street network.

1.4 Document Overview

The NHDOT, MaineDOT, and MTA have developed this ConOps document to adhere to the Federal Highway Administration (FHWA) Systems Engineering Process (SEP), as described in the Code of Federal Regulations (CFR) Chapter 23, Section 940 (23CFR940), Intelligent Transportation System (ITS) Architecture and Standards. This ConOps describes the PTSU system goals, high-level operations, and infrastructure needs. The development of this ConOps has included stakeholder engagement as well as elements and information flows from the various regional ITS Architectures: State of New Hampshire, State of Maine, and Strafford-Rockingham. The purpose of this ConOps is to document the stakeholder needs and prepare system requirements for the ITS solutions to address issues with congestion, safety, and mobility issues along the I-95/Maine Turnpike corridor at and approaching the Piscataqua River Bridge.

This document is divided into six sections:

 Chapter 1 (this section): Introduces the project scope and background

 Chapter 2: Describes the operational needs for the system

 Chapter 3: Describes an overview of the system and how the operational needs are interconnected

 Chapter 4: Describes the system operations and support requirements

 Chapter 5: Provides a series of operational scenarios, presented from the perspective of the system users

 Chapter 6: Describes the performance measures that will define the expected capabilities and limitations of the system

1.5 Intended Audience

This ConOps document has been prepared for the operators, owners, and users of the proposed PTSU system. These interested parties include the three partner organizations

3 Scope and Background High Level Bridge ITS Concept of Operations (ConOps)

(NHDOT, MaineDOT, and MTA) as well as the I-95/Maine Turnpike corridor stakeholders (see Chapter 3). This document will also be provided to the teams that may propose on the RFP to provide design, deployment, and testing services to develop the PTSU system.

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Operational Needs Chapter 2 describes what is required to develop and operate a complete Part-Time Shoulder Use system for the High Level Bridge and its approaches.

2.1 Stakeholders

A stakeholder of the PTSU system is anyone with a vested interest in how the projects is owned, maintained, and operated. The following provides a list of these stakeholders:

 NHDOT

 MaineDOT

 MTA

 Rockingham Planning Commission (RPC)

 Southern Maine Planning and Development Commission (SMPDC)

 City of Portsmouth

 City of Kittery

 Local Towing Companies

 Cooperative Alliance for Seacoast Transportation (COAST)

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 Concord Coach Lines

 C&J Bus Lines

 Pease Development Authority

2.1.1 Stakeholder Engagement

To determine the operational needs of the PTSU system, the partner jurisdictions (NHDOT, MaineDOT, and MTA) held a Stakeholder Meeting on February 28, 2020 (meeting notes are included in the Appendix). This meeting provided an overview of the Feasibility Study results and engaged the stakeholders in a discussion of the requirements for a PTSU system. The process for obtaining this information was to present various technical and operational issues, each with a series of possible responses. Stakeholders were polled on each issue by indicating the response that best represented their expected minimum requirements for the PTSU system. Several of the responses generated discussion to reach a consensus response on that topic or clarified the thought behind the selections. The results of this meeting have been incorporated into the following sections of Chapter 2.

2.2 Operational Needs Overview

An operational PTSU system has a number of requirements. Some of these requirements already exist and will be discussed further in Chapter 4. The focus of this Chapter is on those elements of the system that will require new infrastructure, new resources, and new policies to implement a PTSU system.

2.3 Data Collection and Monitoring

2.3.1 Visual Data Collection

Stakeholders for the system indicated the need for 100 percent video coverage of the shoulders and general use travel lanes within the proposed system limits. This video coverage should be high-definition quality with zoom capabilities to focus on small details that could disrupt on-going operations or prevent the activation of the PTSU system. This coverage would allow for continuous streaming video when the PTSU system is active, inactive, and transitional.

2.3.2 Visual Monitoring

Stakeholders for the system indicated the need for remote monitoring access and control of the video coverage. The video should be jointly monitored passively, with software-based alarms and triggers for incidents, and actively through a human operator. Therefore, the video monitoring devices must be compatible with the existing video monitoring software used by both New Hampshire and Maine through the New England Compass advanced traffic management system (ATMS).

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2.3.3 Traffic Volume and Speed Data Collection

For a functional PTSU system, stakeholders indicated the need for acquiring real-time traffic volumes and vehicle speed data along I-95/Maine Turnpike, on and approaching the High Level Bridge. Generally, traffic volume and speed data are point-based, gathered at a specific location at a specific moment in time. For the PTSU system, there is value to multiple points of data collection. More complete data across a wider footprint allows for better decision making for the activation or deactivation of the PTSU system as well as for general incident response.

2.3.4 Traffic Volume and Speed Data Monitoring

Stakeholders for the system indicated the need for remote monitoring access to the real- time traffic volume and speed data. The data should be jointly monitored passively, with software-based alarms and triggers for unusual activity or patterns, and actively through a human operator with remote-access. The data acquired should be saved for a period of time to analyze the historic traffic volume and speed trends to help better operate the PTSU system for the future. Therefore, the traffic volume and speed data collection devices must be compatible with the existing systems in use in both New Hampshire and Maine.

2.3.5 Weather Data Collection

One topic of discussion at the Stakeholders Meeting was when to activate and deactivate the system. In addition to vehicle speed and traffic volume considerations, the consensus was that inclement weather conditions could be a trigger to prevent activation of or to deactivate the PTSU system. Therefore, there is a need for real-time weather data collection on the HLB and the approaches. Weather data to be collected should include:

 Current weather conditions

 Wind speed and direction

 Precipitation

 Visibility

 Air and road surface temperature

 Barometric pressure

As bridges tend to be areas of special concern for freezing temperatures, a weather data collection system at the HLB would allow for continuous monitoring when the PTSU system is active, inactive, and transitional. As such, the HLB weather data collection system must be compatible with the weather data system in use in both New Hampshire and Maine.

2.3.6 Weather Data Monitoring

Stakeholders for the system indicated the need for remote monitoring access to the real- time weather data. The data should be jointly monitored passively, with software-based

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alarms and triggers for special weather events, and actively through a human operator with remote-access. Table 2-1 summarizes the operational needs for data collection and monitoring.

Table 2-1: Operational Needs – Data Collection and Monitoring

Attribute Operational Needs

100% high-definition video coverage along I-95/Maine Turnpike, on and approaching the HLB, including the general purpose lanes and shoulders. Visual Data Collection and Monitoring Remote access and control of the video coverage.

Video system should provide for software-based alarms.

Real-time traffic volumes and vehicle speed data along I-95/ Maine Turnpike at multiple locations. Traffic Volume and Speed Data Data storage for traffic volumes and vehicle speed data for later analysis. Collection and Monitoring Traffic volume and speed data collection should provide for software-based alarms.

Real-time weather data collection on the HLB and along I-95/ Maine Weather Data Turnpike. Collection and Monitoring Weather data system should provide for software-based alarms.

2.4 Roadway and Roadside Elements

2.4.1 Shoulder Cross-Section

Stakeholders indicated that the shoulders to be used for PTSU must be resilient enough to support general use traffic. Therefore, the pavement section must be full-depth and suitable to support all vehicle loads including full legal loads, be in a condition of good repair, and be free from potholes and deformations. The shoulder must also be wide enough to accommodate traffic at freeway speeds (55-65 miles per hour [mph]). This width would include a lateral buffer zone (aka, a shy line) between the travel lane and the edge of pavement or a physical barrier. The existing HLB rehabilitation project includes some minor widening of the right shoulders along the Maine Turnpike from the HLB to Exit 3 to provide for this buffer zone. The physical limitations of the HLB, however, restrict the amount of lateral buffer zone that can be provided.

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Consideration must also be given to the vertical clearance along the shoulder to ensure that the minimum legal clearance heights are available and maintained throughout the system limits. Vertical obstructions such as overpass bridges, overhead sign structures, and structural elements of the HLB truss will need to be evaluated and mitigated if necessary. If the clearances cannot meet the required heights, then additional vehicle restrictions may be required for shoulder traffic.

2.4.2 Shoulder Roadside

In addition to the shoulder being suitable for sustained vehicle travel, the roadside outside of the shoulder must be suitable for adjacent traffic. During active PTSU, the definition of the traveled way must include the shoulder open to travel. Therefore, the existing roadside will require evaluation to identify and potentially mitigate objects within a newly defined clear zone. Additionally, existing roadside protection devices (i.e., guardrail and end treatments, concrete barrier) will require evaluation to ensure that they are appropriate for a closer traveled way.

2.4.3 Signing and Striping

A critical element of the PTSU system is the appropriate signing and pavement markings to establish the shoulder as a travel lane when the system is active and maintaining the elements of a shoulder all other times. The proposed signing will need to indicate the dual use of the shoulder: for emergency stopping only when the PTSU system is inactive and as a travel lane when the system is active. The existing signing will need to be evaluated to determine if any existing signs must be replaced. As the PTSU system is proposed to terminate at existing off-ramps (Exit 3 northbound off-ramp in Maine and Exit 5 southbound off-ramp in New Hampshire), the sign messaging will need to incorporate a dynamic Exit Only message for the shoulder lane when the PTSU system is active.

The pavement marking should designate the shoulder as an auxiliary lane, connecting existing acceleration lanes and deceleration lanes between interchanges. Since the shoulder will still provide space for emergency stopping when the PTSU system is inactive, a solid white line should be striped to separate the rightmost general purpose lane from the shoulder. The shoulder should also include a new right edge line that represents the edge of the traveled way during the active PTSU. The proposed striping required for the PTSU system along I-95 northbound should resemble an auxiliary lane between the on-ramp at Exit 5 in New Hampshire through the off-ramp at Exit 3 in Maine. The proposed striping required for the PTSU system along the Maine Turnpike southbound should also resemble an auxiliary lane beginning adjacent to the collector-distributor lane (C-D lane) at Exit 2 and continuing to the off-ramp at Exit 5 in New Hampshire. The existing HLB rehabilitation project includes a proposed striping plan. This striping plan should be evaluated to ensure that it conforms with the overall striping approach for the PTSU system.

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2.4.4 Incident Investigation Areas Outside of PTSU Limits

When the shoulder is being used as a travel lane during active PTSU, the shoulder is not available for emergency stopping and incident investigation. In areas where there is a physical barrier to prevent vehicles from moving out of the traveled way, the stakeholders identified the need for designated incident investigation areas along each barrel of I-95/ Maine Turnpike away from the width-restricted segments. These investigation areas would provide a location for rapid removal of vehicles, either by pushing or towing, to allow the shoulder to continue as a travel lane as needed. These areas also provide a safer location for police, medical emergency responders, and the drivers involved in an incident to provide the necessary reporting and information sharing. Table 2-2 summarizes the operational needs for roadway and roadside elements.

Table 2-2: Operational Needs – Roadway and Roadside Elements

Attribute Operational Needs

Shoulder pavement section should be suitable to support general travel use.

Shoulder should be wide enough for general travel use with a lateral buffer zone to the edge of pavement or to physical barriers. Shoulder Cross- Section Evaluate and potentially mitigate new roadside clear zone with shoulder lane as a part-time general travel lane.

Evaluate and potentially mitigate vertical clearances of the shoulder lane as a part-time general travel lane.

Shoulder Roadside Shoulder roadside should provide adequate protection from roadside hazards.

Shoulder signing shall indicate the dual use of the shoulder: for emergency stopping and as a travel lane.

Shoulder striping should designate the shoulder as an auxiliary lane, connecting acceleration and deceleration lanes while maintaining a solid line Signing and Striping to separate from the general purpose lanes.

Proposed striping included in the HLB rehabilitation project shall be evaluated to be consistent with the shoulder striping approach for the overall PTSU system.

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Table 2-2 (Continued): Operational Needs – Roadway and Roadside Elements

Incident Investigation Areas Identify refuge areas outside of the physically-constrained shoulder for Outside of PTSU incident removal and investigation. Limits

2.5 Information Messaging and Dissemination

2.5.1 Messaging to Travelers

Stakeholders for the HLB indicated a need for PTSU information to be messaged to the travelers of I-95/Maine Turnpike. Travelers should be notified that the PTSU is inactive (the shoulder is only open as an emergency breakdown lane), active (the shoulder is open as a general travel lane and is not available for emergency stopping), or is transitioning between the two scenarios. Through text and/or symbolic messaging, the traveling public should be notified frequently about the status of the PTSU system. In this context, frequency refers to the repetition of messaging for drivers approaching and continuing through the PTSU limits. Frequency would depend on the sight distance associated with the message delivery methods to allow for redundancy along the PTSU system. Multiple messaging sites also allow for the partial opening and partial closure of the PTSU system. For example, if a disabled vehicle is in the shoulder between Exit 5 and Exit 7 northbound in New Hampshire, then the system may be inactive south of the Exit 7 on-ramp and active north of Exit 7.

2.5.2 Messaging to Operators

Stakeholders indicated that they do not intend to provide dedicated operator resources to monitoring and operating the PTSU system. Instead, the system should be largely automated, with a need for information to be messaged to on-duty NHDOT and MaineDOT operators at the transportation management centers (TMCs) or to on-duty MTA operators at the traffic management and communication center (TMCC) during critical times or when system operations decisions must be made. Messaging may include notifications and alarms based on pre-determined thresholds or time-of-day triggers.

2.5.3 Messaging to First Responders

When the PTSU system is operational, rapid response to incidents will be critical. Stakeholders for the PTSU system indicated a need for information to be messaged to first responders and other incident response stakeholders. It was determined that the TMC operators will identify and verify incidents detected by the automated systems. Upon verification, the TMC operators will request appropriate emergency response to provide secondary verification of incidents or request local resources to respond.

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To assist in pinpointing incident response, the stakeholders indicated a need for mile markers to be installed at 0.2 mile increments. These mile marker signs should be installed such that they are visible to the video monitoring system to allow the operators to efficiently direct emergency response units. As incidents along the HLB and its approaches may be exacerbated by the high traffic volumes during intended PTSU times, addressing and clearing incidents as soon as possible is best for all road users. All signing must comply with the FHWA’s Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD).

2.5.4 Messaging to Local Maintainers

Stakeholders for the PTSU indicated a need for messaging the current status of the PTSU system to the bridge and highway maintainers. Maintainers should be notified by TMC operators in the case of objects in the roadway and shoulder or other similar incidents prior to and during the operation of the PTSU system. Table 2-3 summarizes the operational needs for information messaging and dissemination.

Table 2-3: Operational Needs – Information Messaging and Dissemination

Attribute Operational Needs

Travelers along I-95/Maine Turnpike should be provided information on the status of the PTSU system.

Messaging to The traveler messaging should be text and/or symbolic messages, clearly Travelers understood.

The messages should be repeated frequently throughout the limits of the PTSU system.

Messaging to The PTSU system shall include notifications and alarms to TMS operators Operators with threshold triggers.

The PTSU system must provide incident information to be shared with first responders for rapid and effective response. Messaging to First Responders Mile markers should be installed at 0.2 mile increments to assist the TMC operators and first responders to quickly locate incidents.

Local maintainers of the bridge and highways should be provided information on the status of the PTSU system. Messaging to Local Maintainers The PTSU system must provide incident information to local maintainers of the bridge and highways.

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2.6 Communications

2.6.1 Communications Equipment

Stakeholders recognized that high quality communications systems are required to connect the ITS field equipment to the TMC operators. Communication equipment should be high- speed with high bandwidth capabilities (dependent on the specific field devices). It is also critical that the communications equipment be reliable with low latency.

2.6.2 Device to ATMS Communication

Field devices shall be able to communicate with the New England Compass ATMS. Communications shall provide sufficient bandwidth to accommodate the data required by the PTSU system as initially deployed with additional spare bandwidth for future expansion of the system. The reliability of communications to the ATMS should have an average up- time of 99.99 percent (equates to not more than one hour of down-time per calendar year). Table 2-4 summarizes the operational needs for system communications.

Table 2-4: Operational Needs – Communications

Attribute Operational Needs

Communications Communication equipment should be high-speed, high bandwidth and Equipment low latency.

Field devices shall communicate with the New England Compass ATMS.

Device to ATMS Communications shall provide sufficient bandwidth to accommodate the Communication deployed PTSU system, plus spare capacity for expansion of the system.

The reliability of communications to the ATMS shall be 99.99% of the calendar year.

2.7 Processes and Procedures

As a PTSU system is new for the stakeholders involved, new processes and procedures will be required for the system. The new protocol will require incorporating and updating existing processes as well as establishing new policies, processes, and procedures for each jurisdiction. As the proposed system crosses between three jurisdictions (the NHDOT, MaineDOT, and MTA), there will need to be a formal process to share roles and responsibilities as well as operations and maintenance costs among the several primary stakeholders. The following protocol should be established in parallel with the physical components of the system:

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 Pre-activation inspection

 System activation

 System operations

 System deactivation

 Incident detection and verification

 System reporting and record keeping

 System maintenance (preventative and emergency)

 System enhancement and expansion

Although processes and procedures are expected to be established through the deployment of the PTSU system, they should be considered “living” documents through the life cycle of the PTSU system. Table 2-5 provides a number of expected processes and procedures that will require policy decisions by the owners as well as formal documentation.

Table 2-5: Operational Needs – Processes and Procedures

Process Category Operational Needs

Decision making process for activating the system.

Pre-Activation Site verification to determine if the shoulder is ready to accommodate PTSU Inspection operations.

Site preparation to make the shoulder ready for activation.

Procedures for transitioning from inactive to active PTSU system including System Activation notification to stakeholders.

Northbound operations.

Southbound operations. System Operations Combined northbound and southbound operations.

Partial operations (segmental operations).

Procedures for transitioning from active to inactive PTSU system including System Deactivation notification to stakeholders.

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Table 2-5 (continued): Operational Needs – Processes and Procedures

Process Category Operational Needs

Procedures to identify incidents within the limits of the PTSU system.

Incident Detection and Verification Procedures to verify incidents within the limits of the PTSU system.

Procedures to communicate with first responders.

System status reporting.

System Reporting System status record keeping. and Record Keeping Procedures and processes documentation.

Processes for conducting preventative maintenance on the system components. System Maintenance Processes for conducting emergency repairs on the system components.

System Procedures to enhance the system components. Enhancement and Expansion Process to expand the limits of the system.

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System Overview Chapter 3 describes the interrelationships among the Part-Time Shoulder Use system components.

3.1 Relationship to Existing Systems

The NHDOT, MaineDOT, and MTA currently use the New England Compass ATMS to observe and manage the intelligent transportation infrastructure in their respective jurisdictions. The ATMS incorporates technology like closed circuit television (CCTV) cameras, real-time traffic data (both collected and purchased from third party vendors), motor vehicle detection system (MVDS) sensors, and roadway weather information stations (RWIS) systems that feed into TMCs. The data and information provided by these field devices is then integrated and processed within the ATMS and controlled by the local operators. In the event that the information requires communication with the drivers, the TMC operators can provide messages on dynamic message signs (DMS) and portable changeable message signs (PCMS) to improve traffic flow and/or enhance safety.

3.2 Owners and Operators

The New England Compass ATMS was created through collaboration between the NHDOT, MaineDOT, and the Vermont Agency of Transportation1. These three entities are the owners

1 Vermont Agency of Transportation is an owner of the ATMS system, but not a stakeholder of the proposed HLB PTSU system.

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of the ATMS and related 511 traveler information system. Each state owns, operates, and maintains the devices (both permanent and construction related equipment) within its jurisdiction. Through an agreement with MaineDOT, MTA also has access to the New England Compass ATMS. Since MTA operates the Maine Turnpike, the proposed PTSU system will accordingly include MTA as an owner and operator of the system.

3.2.1 New Hampshire Department of Transportation (NHDOT)

The NHDOT is a part owner of the ATMS and operates its system from the NHDOT TMC located in the incident planning and operations center (IPOC) in Concord, New Hampshire. In New Hampshire, I-95 is maintained by the NHDOT Bureau of Turnpikes. The HLB is jointly owned and operated by the NHDOT and MaineDOT. The New Hampshire portion of the bridge is maintained by the NHDOT Bureau of Bridge Maintenance from its operations center along Ranger Way adjacent to the HLB in Portsmouth, New Hampshire.

3.2.2 Maine Department of Transportation (MaineDOT)_

The MaineDOT is a part owner of the ATMS and operates their system from the MaineDOT TMC in the headquarters building in Augusta, Maine. The HLB is jointly owned and operated by NHDOT and MaineDOT. The MaineDOT Bridge Maintenance Office maintains the Maine portion of the bridge.

3.2.3 Maine Turnpike Authority (MTA)

The MTA operates their share of the ATMS from the MTA TMCC located in the headquarters in Portland, Maine. The Maine segment of I-95 (aka, Maine Turnpike) is maintained by MTA highway representatives. The jurisdictional border between MaineDOT and MTA is the existing northern bridge joint.

3.3 Part-Time Shoulder Use (PTSU) System

The PTSU system will compile information from multiple field devices and transmit the data to the ATMS system. The ATMS system will require a module to operate the PTSU system within the ATMS system. Therefore, the PTSU system will be accessible and controllable by operators at the NHDOT TMC, MaineDOT TMC, and MTA TMCC.

While a dynamically controlled PTSU system is new to the partner jurisdictions and to New England in general, the system has been used in several other jurisdictions throughout the United States. As such, a PTSU system has been integrated into the National ITS Architecture, version 8.3. Within the National ITS Architecture is a service package related to dynamic PTSU systems. Figure 3-1 shows the service package TM22 for Dynamic Lane Management and Shoulder Use, customized for the I-95/Maine Turnpike corridor. This figure shows the information flows from the ITS field equipment through the New England Compass ATMS and then to operators at the NHDOT TMC, MaineDOT TMC, and MTA TMCC.

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Figure 3-1: TM22 - Dynamic Lane Management and Shoulder Use Service Package

For simplicity of operations, the PTSU system will be described by its four phases of operation: activation, active operations, deactivation, and inactive.

3.3.1 Activation

Prior to the shoulder becoming an active travel lane, the PTSU system status will be set to Transition with a procedure in place to ensure the shoulder is prepared for travel. The volume and speed data collection will include alarms set at pre-determined thresholds that indicate the start of freeway congestion. Upon the acknowledgment of an alarm, the operators will determine whether conditions meet thresholds to initiate the PTSU system.

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The video coverage of the PTSU area will be used to verify the congestion and that there are no vehicles or debris within the shoulder that would prevent activation. Alongside the video, traffic volume, and speed data, weather data will be used to determine if road conditions can support the use of the shoulder as a travel lane. These four factors will be used to determine if the existing and anticipated conditions warrant the activation of the PTSU system. Once the decision has been made to activate the PTSU system, directionally, bi-directionally, or in segments, the messaging systems can begin to inform drivers and other stakeholders that the PTSU lane will be opening for general use travel.

3.3.2 Active Operations

While the shoulder is operating as a travel lane, the PTSU system status will be set to Active. While the partner jurisdictions do not intend to dedicate a specific operator to the PTSU system, all on-duty TMC and TMCC operators will have access to the PTSU system and its components. During the operation, streaming real-time video can be monitored by operators at the NHDOT TMC, MaineDOT TMC, and MTA TMCC for normal operations or to conduct incident detection and verification. Along with the human visual detection and verification, automatic incident detection alarms will be in place to warn operators of potential issues. Operators will ensure that all traveler messaging is displaying consistent and correct information to inform drivers of the shoulder lane status as an additional travel lane. The messaging can be visually confirmed through video coverage of the PTSU area. Weather, traffic volume, and speed data should be monitored for changing road conditions that may warrant the deactivation of the system. All data collected during active operations should be stored for later analysis and reporting.

3.3.3 Deactivation

Deactivation of the system should be prompted through a system of alarms to alert operators that the congestion has decreased to acceptable levels (as defined by policy) or that inclement weather is approaching that will make the continued operation of the system infeasible or impractical. Confirmation of any threshold for deactivation of the system is done by the TMC operators through the combination of video, traffic volume, speed, and weather data. If the review of traffic volume and speed data finds that the PTSU lane is no longer needed, a visual confirmation of operational conditions can be done before the deactivation. If an incident occurs in the PTSU lane, an alarm should be activated (due to a change in speed and traffic volume conditions) that TMC/TMCC operators can visually verify through the video coverage. If weather conditions change and make continued PTSU system operations unsafe, weather data will be the first alert and visual validation through the video coverage can confirm that the PTSU should be deactivated. Traveler messaging will alert travelers that the PTSU lane is ending (i.e., either partially or completely) that can be visually monitored and verified through the video coverage.

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3.3.4 Inactive

While the PTSU system status is Inactive and the roadway is under normal operating procedures, traveler messaging will be consistent in showing the shoulder lane is for emergency stopping only and not open as a travel lane. All other devices will remain active and allow for automated or manual monitoring to determine when the PTSU system is ready for reactivation.

3.4 Integration

The PTSU system will be integrated into the existing New England Compass ATMS to make the system accessible to the NHDOT, MaineDOT, and MTA.

3.4.1 Device Integration with ATMS

The individual devices and communications associated with the PTSU system shall be integrated with and compatible with the New England Compass ATMS. NHDOT, MaineDOT, and MTA will have access to the individual devices through the ATMS. If the field equipment matches equipment that has previously been integrated into the ATMS, the additional devices may only need to be incorporated into the ATMS inventory. If there is field equipment that has not previously been integrated into the ATMS, however, then new software coding and controls will need to be developed to integrate these new devices into the ATMS. There will also need to be processes in place to assign primary responsibilities for each of the field devices for operations and maintenance purposes. An example of the flows of information and how the devices will ultimately be integrated into the New England Compass ATMS are shown in Figure 3-2.

3.4.2 System Integration

The individual system components operating in conjunction with each other comprise the PTSU system. This system will require the development of a module to be integrated, controlled, and compatible with the New England Compass ATMS. The system will then have the ability to be controlled by TMC operators. The system integration will require the writing of requirements for the module, including several process and procedure requirements to be determined by the partner jurisdictions.

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Figure 3-2: TM01 – Infrastructure Based Traffic Surveillance

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System Operations and Support Chapter 4 provides a description on how the Part-Time Shoulder Use system operates and what resources are required to support the system.

4.1 Operational Needs Summary

Chapter 2 provided a description of the operational needs for the PTSU system. The following needs were described:

 Visual data collection and monitoring

 Traffic volume and speed data collection and monitoring

 Weather data collection and monitoring

 Roadway and roadside elements to support PTSU

 Messaging to travelers, operators, maintainers, and first responders

 A communication system

 A list of policy and procedures

Several of these needs require ITS field devices and infrastructure that have been in use by the partner jurisdictions. The following sections describe the relationship of the identified operational needs to the types of equipment that can be used to satisfy those needs.

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4.1.1 Visual Data Collection and Monitoring

It was determined that 100 percent video coverage is needed through the PTSU system limits. Currently, the NHDOT, MaineDOT, and MTA deploy CCTV camera systems for video monitoring of the highway system and to provide visual data collection. The agencies use the CCTVs to provide mobility, incident monitoring and verification, planned and unplanned event support, weather condition monitoring, and other uses. An example of the video coverage currently in use by the New England Compass ATMS can be seen in Figure 4-1.

Figure 4-1: Existing NHDOT CCTV camera view showing I-95 Northbound congestion

4.1.2 Traffic Volume and Speed Data Collection and Monitoring

Traffic volume and speed data collection and monitoring were determined to be required for PTSU system operations. Currently, the ATMS uses MVDS to collect traffic volume, speed, and occupancy data at points along the roadway system. These devices can be programmed for automated monitoring that will trigger alarms and notification when specific thresholds are met. A typical mounting for side-fired MVDS currently in use by the New England Compass ATMS can be seen in Figure 4-2.2

Figure 4-2: MVDS side-firing coverage

2 (source: Side-fire Sensors - General Info, Salander Technology, http://blog.slndrtech.com/side-fire-sensors/, Sept 2015)

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4.1.3 Weather Data Collection and Monitoring

The following real-time weather data should be collected along the HLB and along its approaches:

 Current weather conditions

 Wind speed and direction

 Precipitation

 Visibility

 Air and Road Surface Temperature

 Barometric Pressure

Currently, NHDOT and MaineDOT have deployed RWIS for weather related data collection needs. The RWIS systems are an essential ITS device for transportation agencies as they collect and transmit real-time weather information to the road weather systems deployed at the TMC/TMCC. This weather data can be used to plan for timely deployment of maintenance operations, such as plowing and sand/salt placement. These stations have the capability to collect wind speed and direction, humidity, air temperature, road surface temperature, roadway salinity, visibility, barometric pressure, and general weather conditions (via integrated CCTV cameras). Often, these devices are combined with publicly available weather forecasting systems to provide a full picture of the current and anticipated weather conditions along the roadways. A typical RWIS system as currently used by NHDOT and MaineDOT can be seen in Figure 4-33. Figure 4-4 shows where the weather data are gathered and how they are distributed through the New England Compass ATMS and the partnering Figure 4-3: RWIS Field Devices and Data jurisdictions. Communication

3 source: Weathering the Storm, FHWA Public Roads Magazine, Nov/Dec 2005

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Figure 4-4: WX01 Weather Data Collection Information Flows

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4.1.4 Messaging to Travelers

For travelers to understand the current status of the PTSU system, there must be a real-time messaging system available to inform the drivers. The NHDOT, MaineDOT and MTA have deployed DMS and PCMS that allow programmable and changeable messages to be displayed to the traveling public. The DMS systems come in a variety of shapes and sizes that allow for customized messaging, from two character messages that have been built into static signs to provide travel time information to large overhead deployments that permit longer messages and graphical information. These systems are used to display traffic information such as construction messages requiring an action by drivers, changing road conditions due to weather or an incident, travel times, or simple safety messages. Figure 4-5 shows the information flows that are associated with a DMS or PCMS installation.

Figure 4-5: TM06 Traffic Information Dissemination

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4.1.4.1 Overhead DMS

Overhead DMS are common along the NHDOT and MTA roadways and are typically mounted on cantilever or full span sign structures over the highway. These devices tend to be the larger, multiple line, multiple character systems, often with an integrated maintenance platform. An example of an existing overhead DMS can be seen in Figure 4-6. The DMS shown relays messaging to travelers approaching Franconia Notch along I-93 in New Hampshire in case of traffic congestion or weather events that are known to Figure 4-6: Overhead DMS in New Hampshire reoccur in the region.

4.1.4.2 Ground-Mounted DMS

Ground-mounted dynamic message signs are generally mounted on steel supports similar to static guide signs along the roadside. Depending on available right-of-way, sight distance, and avoidance of roadside clear zones, ground-mounted dynamic message signs are typically smaller than overhead dynamic message signs but are capable of the same type of messaging. An example of an existing ground-mounted DMS can be seen in Figure 4-7.

Figure 4-7: Ground-Mounted DMS in New Hampshire

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4.1.4.3 Semi-Permanent PCMS

One method that the NHDOT and MaineDOT have used for traveler messaging is semi-permanent PCMS. These devices act as DMS by being stationed at a permanent location and providing site-specific traveler information. These sites can also be designed with permanent power sources and communication systems to limit reliance on the solar panel and battery systems and cellular communications. An example of an existing semi- permanent PCMS can be seen in Figure 4-8. This semi-permanent PCMS was designed to remain on its solar-panel and battery power system but communicate via microwave radio mounted to an adjacent wood pole.

Figure 4-8: Semi-Permanent PCMS in New Hampshire

4.1.4.4 Real-Time Travel Time Signs

Some DMS are specifically tasked with messaging travel times to roadway users for upcoming, notable interchanges or municipalities. These signs have been used in both construction zones and for permanent installation. For example, MaineDOT and MTA recently deployed a series of these real-time travel time signs, including two located along I-95/Maine Turnpike southbound south of the York Toll Plaza. An example of this real-time travel time sign currently in use through the New England Compass ATMS can be seen in Figure 4-9.

Figure 4-9: Real-Time Travel Time Sign

in Maine

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4.1.4.5 Lane Control Signs

Where specific traveler information is required to indicate the availability of a lane for travel, other jurisdictions have implemented lane control signs. These signs are a combination of DMS and traffic signal controls. These signs typically have a series of limited messages (often graphical) to indicate to the driver whether a particular lane is open to travel.

Figure 4-10: Lane Control Signs Lane control signs for freeway use are typically rectangular DMS panels that provide a green arrow when the lane is open for travel, a red X when the lane is not available, and a yellow X or yellow Lane Ends symbol to indicate the end of the variable use travel lane. Figure 4-10 shows the typical messaging seen on these signs.

4.1.5 Communications

The PTSU system will require the newly deployed devices to communicate two-way with the New England Compass ATMS. The need for high-speed, high-bandwidth, and low latency communications with 99.99 percent reliability was discussed in Chapter 2. The following sections describe the types of communications that could be considered for the PTSU system.

4.1.5.1 Wireless Communications

All three partner jurisdictions (NHDOT, MaineDOT, and MTA) have used wireless communication to receive and transmit data to their ITS field devices. Cellular modems can be used for stand-alone communications to isolated field devices. The NHDOT currently uses microwave radio systems on the HLB as well as the two parallel Piscataqua River bridges to provide links between a series of geographically separated but visually linked ITS devices. The PTSU system is Figure 4-11: Existing microwave radio antenna anticipated to incorporate and upgrade located on the High Level Bridge this communication system into the

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communication system deployed to operate the PTSU system. An example of a wireless microwave radio antenna currently used by NHDOT on the HLB can be seen in Figure 4-11.

4.1.5.2 Fiber Optic Communications

Fiber optic communications use light pulses transmitted through a series of fine glass fibers to provide high speed, high bandwidth digital communications. Fiber optic cabling has the ability to send large amounts of data over any distance at a fast speed. The NHDOT has implemented single mode fiber optic communications as a preferred hardwire communication method between ITS field devices and wireless hub locations to provide two-way communication with the ATMS. The HLB rehabilitation project is constructing an Figure 4-12: Fiber Optic Cable empty conduit raceway along the bridge to accommodate hardwire communication cabling. The intent is that this raceway will be used by the PTSU system for connecting the several ITS field devices to a central communications hub for transmission to the ATMS. Figure 4-12 shows a fiber optic cable4 and Figure 4-13 shows this cable being installed in a manhole.

Figure 4-13: Fiber optic cable installation in New Hampshire

4 (source: Fiber Optic Cabling Installation Services, KTS, Inc., Nov/Dec 2005)

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4.2 Software

4.2.1 New England Compass (ATMS)

The New England Compass ATMS is a module-based system used by all three partner jurisdictions (NHDOT, MaineDOT, and MTA) to manage their ITS infrastructure. The system allows for the monitoring and control of ITS field devices, provides automated incident response scenarios, detects and verifies incidents, stores and backups collected data, and has a performance management system to report, manage, and review incidents and events. The ATMS includes a data fusion hub where the video, traffic data, weather data, and messaging status is accessible by operators in the NHDOT TMC, MaineDOT TMC, and MTA TMCC. Through the New England 511 website, many elements of the northern New England ITS infrastructure are viewable to the public. A screenshot of the 511 system is shown in Figure 4-14.

Figure 4-14: New England 511 Web Portal, New England Compass ATMS

The PTSU system will be integrated into the existing ATMS system. Additionally, consideration should be given to providing the PTSU status on the New England 511 system for public messaging.

4.3 Facilities

Each of the three partner jurisdictions (NHDOT, MaineDOT, and MTA) have an existing centralized facility where the TMC and TMCC operators have access to the ATMS and its related control features. The agencies will have full access to the PTSU system from these existing facilities. As most of the system will be deployed in the field or as software updates

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to the ATMS, limited upgrades to the existing facilities are anticipated for the deployment of the PTSU system.

4.3.1 New Hampshire Transportation Management Center (NH TMC)

The New Hampshire TMC is located in Concord, New Hampshire within the IPOC and manages traffic by controlling ITS equipment, coordinating emergency responders and stakeholders, and implementing incident response plans. The NH TMC has several trained operators that are on site 24 hours a day, 365 days a year. Figure 4-15 shows an image of the NHDOT TMC, its CCTV images, and additional support systems on video walls and operators’ workstations.

Figure 4-15: New Hampshire TMC

4.3.2 Maine Transportation Management Center (Maine TMC)

The Maine TMC is located in Augusta, Maine within the MaineDOT headquarters building and manages traffic by controlling the ITS equipment. The Maine TMC is staffed 24 hours a day, 365 days a year with operators that have recently been transferred from the previous radio communications center to the new Maine TMC.

4.3.3 Maine Turnpike Authority Traffic Management and Communications Center (TMCC)

The MTA TMCC is located in Portland, Maine within the MTA headquarters building and is the location in which MTA has access to the New England Compass ATMS. The TMCC is staffed 24 hours a day, 365 days a year with multiple operators. Figure 4-16 shows an image of Figure 4-16: Maine Turnpike Authority TMCC the MTA TMCC, the CCTV images, and additional support systems on the video wall.

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4.3.4 NHDOT Bridge Maintenance Facility

The NHDOT Bridge Maintenance facility is located at 10 Ranger Way in Portsmouth, New Hampshire. The facility has an existing communications system that connects to the NHDOT TMC. The proposed PTSU system will include a data hub at the bridge maintenance facility to collect the ITS field equipment data and transmit it to the ATMS. A stand-alone communications shelter is anticipated to be constructed at the maintenance facility that will Figure 4-17: NHDOT Bridge Maintenance Facility require power, communications, location and environmental systems to support rack mount hardware. Figure 4-17 shows the geographical location of the NHDOT Bridge Maintenance facility (orange) in reference to the HLB (blue).

4.4 Personnel Resources

The NHDOT TMC, Maine DOT TMC and MTA TMCC have operators that will require supplemental training in the processes and procedures for the operation of the PTSU system. This training will include new ITS hardware that is dedicated to the PTSU system (such as lane control signs). Training should include the following:

 Manipulation of the CCTV cameras

 Ability to retrieve, compile, and understand traffic data received from MVDS

 Ability to retrieve and understand weather data transmitted from the RWIS

 Ability to post and modify messages on the lane control signs

There should be at least one operator on-duty in each of the agencies’ centers who understands how to activate, monitor, and deactivate the PTSU system whenever the system could be made active.

In addition to training the TMC operators, ITS field equipment maintainers may require hands-on training in the operations and preventative maintenance of the deployed ITS field equipment. As maintainers are already familiar with most of the equipment (CCTV, MVDS, and DMS), the focus of the training will be on the operations and maintenance of the lane control signs.

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4.5 System Maintenance

To ensure the PTSU system is operational at all times, maintaining the system will be of the upmost importance. The system is expected to provide sufficient firewalls and failsafe measures such that if one device fails or is non-functional, then the whole system would not become non-operational.

4.5.1 ITS Devices

The NHDOT, MaineDOT, and MTA have existing preventative and emergency maintenance plans for ITS equipment installed along their roadways. Additional ITS equipment added in the PTSU area will require preventive maintenance plans on how to access and complete any maintenance work on the device, as well as an emergency maintenance plan on how to access and complete maintenance as necessary. These maintenance plans will require site- specific traffic control plans due to the limited access of the proposed field equipment, particularly along the HLB.

4.5.2 Roadway

NHDOT, MaineDOT and MTA have existing policies and procedures that pertain to the maintenance of the roadways and HLB in the PTSU area.

4.5.3 Information Technology (IT)

The New England Compass ATMS has a maintenance schedule and plan that have been developed in conjunction with NHDOT and MaineDOT. The addition of the PTSU system module into the ATMS will require an update to the existing maintenance schedule and plan to incorporate this new system.

4.6 Policy and Procedures

The NHDOT, MaineDOT, and MTA have existing policies and procedures for the use of ITS equipment deployed along their roadways. The PTSU system will require additional, cross- jurisdictional policies (including any necessary cost-sharing agreements) to be agreed upon and documented in the operations and maintenance of the system. Additionally, each TMC will require documentation of the processes and procedures associated with the operation of the PTSU system.

4.7 Other Support

4.7.1 Uninterruptible Power Supplies (UPS)

As part of the failsafe systems to be included in the PTSU system, systems for power reliability will be necessary. The intended reliability of the system is 99.99 percent of the year, which includes operations during occasional utility power failure. Typically, power reliability

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requires that utility power is supplemented with uninterruptible power supplies (UPS) at the ITS field devices to ensure that the system can remain operational in the event of utility power failure. A UPS provides direct current (DC) back-up power using batteries.

4.7.2 Incident Response

The NHDOT, MaineDOT, and MTA each have existing policies and procedures pertaining to incident response along the bridge and within the PTSU area. These protocols include how to respond to crashes and disabled vehicles. The PTSU system will require rapid response times to incidents that occur in the PTSU area while the PTSU system is operating to minimize the occurrence of secondary incidents happening in the PTSU area. One consideration is to provide a Road Service Patrol during normal PTSU system operations. This patrol can quickly respond to incidents within the system limits and clear incidents quickly. This patrol could also be used during the Transition phase to clear the shoulder of debris and disabled vehicles prior to system activation.

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Operational Scenarios Chapter 5 defines how the system operates from the users’ and stakeholders’ perspectives. This chapter describes a series of scenarios and identifies the roles and responsibilities of the personnel associated with the system and the procedures for the normal and atypical operation of the system.

5.1 Typical Operations

Along I-95/Maine Turnpike in the Kittery-Portsmouth area, peak traffic volumes and associated congestion are regularly observed on weekends during the summer and near winter holidays. These weekend recurring congestion periods include Friday evenings, Saturday middays, and Sunday afternoons. While the typical weekday commuter patterns tend to be due to an overall increase in traffic volume and flow in accordance with working hours, the weekend peak hour congestion tends to be directional into Maine on Friday evenings and out of Maine on Sunday afternoons.

5.1.1 Peak Friday Evening

Weekend peak traffic demand occurs along I-95/Maine Turnpike northbound entering Maine on Friday afternoons and evenings. Specific peak hours are difficult to predict as the

36 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

congestion is recurring, but factors (e.g., weather and holidays) can shift the timing and degree of the congestion.

5.1.1.1 Scenario Overview

It is noon on a Friday entering a typical summer weekend and the weather forecasts for Maine are favorable for the remainder of the weekend. The weather conditions and historical traffic volume trends for the I-95 corridor of New Hampshire and Maine would lead to the expectation that traffic volumes along I-95 northbound will be sufficiently high such that the PTSU activation thresholds will be met.

5.1.1.2 Roles and Responsibilities

The roles and responsibilities of the key stakeholders are identified in Table 5-1.

5.1.1.3 Procedures

The following is an overview of the step-by-step process for a typical summer Friday scenario (Section 5.1.1.1) when the PTSU system will be activated.

1. NHDOT TMC operators will use historical data to estimate the timing of the PTSU system activation and deactivation. 2. NHDOT TMC operators will review RWIS weather data and weather forecasting services to verify the expected weather conditions through the PTSU system operations. 3. NHDOT TMC operators will use the CCTV equipment to visually inspect the shoulder(s) for debris and disabled vehicles. If the shoulder is required to be cleared, then the TMC operators will follow existing notification procedures to take appropriate action. 4. Upon determination that the system will be activated, the TMC operators will change the PTSU system status to Transitioning. 5. NHDOT TMC operators will alert other non-ATMS stakeholders that the PTSU system is Transitioning with the expectation that it will be activated. 6. Upon alarms and notifications that the established activation traffic volume and/or speed trigger thresholds have been met, the TMC operators will verify and set the PTSU system status to Active. 7. NHDOT TMC operators will alert other non-ATMS stakeholders that the PTSU system is now Active. 8. While the system is active, the NHDOT TMC and MTA TMCC operators will passively monitor the operations using the CCTV cameras and data provided by the MVDS. 9. If an incident occurs while the PTSU system is active, the NHDOT TMC operators will determine if the system requires immediate deactivation and follow the established procedures for immediate shutdown. Alternatively, the NHDOT TMC operators may apply partial shutdown procedures as appropriate. For any incident, the NHDOT TMC operators will follow existing notification protocols to have appropriate resources respond to the incident.

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Table 5-1: Peak Friday Evening – Stakeholders’ Roles and Responsibilities

 Weather data from nearby RWIS along with Friday weather forecasts will be monitored to verify acceptable local weather conditions.  Operators will actively use CCTVs to explore and verify no debris or vehicles within the shoulder of the inactive PTSU system.  Operators will set the PTSU system to Transitioning.  Operators will follow established procedures to begin communicating NHDOT TMC with the other stakeholders that the PTSU will be initiated.  NHDOT TMC will set the PTSU system to Active.  NHDOT TMC will monitor the active PTSU system through automated and manual systems.  Upon notification that congestion has been mitigated, operators will initiate deactivation procedures for the PTSU system.  NHDOT TMC will set the PTSU system to Inactive.

 Maintenance personnel will be notified by TMC operators that the PTSU system is Transitioning. NHDOT Bridge  Maintenance personnel or Safety Patrols will provide shoulder lane sweeps to Maintenance verify that the shoulder lane is suitable for activation of the PTSU system.  Maintenance personnel will remain on-call and sensitive to incidents that would interrupt PTSU operations.

 Operators at the MTA TMCC will be notified by the ATMS that the PTSU system is Transitioning.  MTA TMCC Operators may initiate internal processes or procedures to prepare for the increase in traffic north of the High Level Bridge. Maine Turnpike  Operators at the MTA TMCC will be notified by the ATMS that the PTSU system Authority (MTA) is Active. TMCC  MTA TMCC may assist as secondary monitors of the active PTSU system.  Upon notification that congestion has been mitigated, MTA TMCC Operators will be notified by the ATMS that the PTSU system is Inactive.

 Key personnel in Kittery and Portsmouth (Police, Fire, Rescue) will be notified Municipalities/ by TMC operators that the PTSU system is Transitioning. First Responders  Kittery and Portsmouth personnel will follow their procedures in case of incidents during the PTSU system operation.

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10. The ATMS will store the activation time and data flows throughout system operations. 11. Upon alarms and notifications that the established deactivation traffic volume and/or speed trigger thresholds have been met, the TMC operators will verify and set the PTSU system status to Inactive. 12. NHDOT TMC operators will alert other non-ATMS stakeholders that the PTSU system is now Inactive.

5.1.2 Peak Saturday Midday

Similar to the peak Friday evening recurring congestion periods, Saturday middays experience recurring congestion along the I-95 northbound barrel entering the State of Maine. The Saturday midday peak, however, tends to be bi-directional, with peak flows entering the State of New Hampshire as well. Specific peak hours are difficult to predict as the congestion is expected, but factors such as weather and holidays versus typical summer weekends can shift the periods of the congestion.

5.1.2.1 Scenario Overview

It is 9:00 a.m. on a Saturday during a typical summer weekend and the weather reports are favorable for the remainder of the weekend. The weather conditions and historical traffic volume trends for the I-95 corridor within New Hampshire and Maine would lead the stakeholders of I-95 to predict that northbound traffic volumes will be high that they could exceed capacity and cause serious congestion.

5.1.2.2 Roles and Responsibilities

The roles and responsibilities of the key stakeholders are identified in Table 5-2.

5.1.2.3 Procedures

The following is an overview of the step-by-step process for a typical summer Saturday scenario (Section 5.1.2.1) when the PTSU system will be activated.

1. NHDOT TMC operators and MTA TMCC operators will use historical data to estimate the timing of the PTSU system activation and deactivation. 2. NHDOT TMC operators and MTA TMCC operators will review RWIS weather data and weather forecasting services to verify the expected weather conditions through the PTSU system operations. 3. NHDOT TMC operators and MTA TMCC operators will use the CCTV equipment to visually inspect the shoulder(s) for debris and disabled vehicles. If the shoulder is required to be cleared, then the TMC/TMCC operators will follow existing notification procedures to take appropriate action. 4. NHDOT TMC operators and MTA TMCC operators will communicate an intent to activate their respective portions of the PTSU system.

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Table 5-2: Peak Saturday Midday – Stakeholders’ Roles and Responsibilities

 Weather data from nearby RWIS along with Saturday weather forecasts will be monitored to verify acceptable local weather conditions.  Operators will actively use CCTVs to explore and verify no debris or vehicles within the shoulder of the inactive PTSU system.  Operators will set the PTSU system to Transitioning.  Operators will follow established procedures to begin communicating with the other stakeholders that the PTSU will be initiated. NHDOT TMC  NHDOT TMC will set the PTSU system to Active for the northbound segments.  NHDOT TMC will monitor the active PTSU system through automated and manual systems.  Upon notification that congestion has been mitigated, operators will initiate deactivation procedures for the PTSU system.  NHDOT TMC will set the PTSU system to Inactive for the northbound segments.

 Maintenance personnel will be notified by NHDOT TMC of activating the PTSU system. NHDOT Bridge  Maintenance personnel will follow established shoulder lane sweeps to verify Maintenance that the shoulder lane is suitable for activation of the PTSU system.  Maintenance personnel will remain on-call and sensitive to incidents that would interrupt PTSU operations.

 Weather data from nearby RWIS along with Saturday weather forecasts will be monitored to verify acceptable local weather conditions.  Operators will actively use CCTVs to explore and verify no debris or vehicles within the shoulder of the inactive PTSU system.

Maine Turnpike  Operators will set the PTSU system to Transitioning. Authority (MTA)  Operators will follow established procedures to begin communicating TMCC with the other stakeholders that the PTSU will be initiated.  MTA TMCC will set the PTSU system to Active for the southbound segments.  MTA TMCC will monitor the active PTSU system through automated and manual systems.

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Table 5-2 (continued): Peak Saturday Midday – Stakeholders’ Roles and Responsibilities

 Upon notification that congestion has been mitigated, operators will Maine Turnpike initiate deactivation procedures for the PTSU system. Authority (MTA) TMCC  MTA TMCC will set the PTSU system to Inactive for the southbound segments.

 Key personnel in Kittery and Portsmouth (Police, Fire, Rescue) will be notified Municipalities/ by TMC operators that the PTSU system is Transitioning. First Responders  Kittery and Portsmouth personnel will follow their procedures in case of incidents during the PTSU system operation.

5. Upon determination that the system will be activated, the TMC/TMCC operators will change the PTSU system status to Transitioning. 6. NHDOT TMC operators and MTA TMCC operators will share responsibility to alert other non-ATMS stakeholders that the PTSU system is Transitioning with the expectation that it will be activated. 7. Upon alarms and notifications that the established activation traffic volume and/or speed trigger thresholds have been met, the TMC/TMCC operators will verify and set the PTSU system status to Active within their respective segments. 8. NHDOT TMC operators and MTA TMCC operators will share responsibility to alert other non-ATMS stakeholders that the PTSU system is now Active. 9. While the system is active, the NHDOT TMC and MTA TMCC operators will passively monitor the operations using the CCTV cameras and data provided by the MVDS. 10. If an incident occurs while the PTSU system is active, the NHDOT TMC operators or the MTA TMCC operators will determine if the system requires immediate deactivation and follow the established procedures for immediate shutdown. Alternatively, the TMC/ TMCC operators may apply partial shutdown procedures as appropriate. For any incident, the TMC/TMCC operators will follow existing notification protocols to have appropriate resources respond to the incident. 11. The ATMS will store the activation time and data flows throughout system operations. 12. Upon alarms and notifications that the established deactivation traffic volume and/or speed trigger thresholds have been met, the TMC/TMCC operators will verify and set the PTSU system status to Inactive. 13. NHDOT TMC operators and MTA TMCC operators and will share responsibility to alert other non-ATMS stakeholders that the PTSU system is now Inactive.

5.1.3 Peak Sunday Afternoon

Similar to the peak Friday evening recurring congestion periods, Sunday afternoons experience recurring congestion along the I-95/Maine Turnpike southbound barrel entering

41 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

the State of New Hampshire. Specific peak hours are difficult to predict as the nature of the growing volumes and expected congestion can shift due to factors (e.g., weather and holidays).

5.1.3.1 Scenario Overview

It is 11 a.m. on a Sunday during a typical summer weekend where the weather has been favorable all weekend. The historical traffic volume trends for the I-95 corridor of New Hampshire and Maine would lend the stakeholders of I-95 to predict that southbound traffic volumes will be high that they could exceed capacity and cause serious congestion.

5.1.3.2 Roles and Responsibilities

The roles and responsibilities of the key stakeholders are identified in Table 5-3.

Table 5-3: Peak Sunday Afternoon - Stakeholders' Roles and Responsibilities

 Weather data from nearby RWIS along with Sunday afternoon weather forecasts will be monitored to verify acceptable local weather conditions.  Operators will actively use CCTVs to explore and verify no debris or vehicles within the shoulder of the inactive PTSU system.  Operators will set the PTSU system to Transitioning. Maine Turnpike  Operators will follow established procedures to begin communicating Authority (MTA) with the other stakeholders that the PTSU will be initiated. TMCC  MTA TMCC will set the PTSU system to Active.  MTA TMCC will monitor the active PTSU system through automated and manual systems.  Upon notification that congestion has been mitigated, operators will initiate deactivation procedures for the PTSU system.  MTA TMCC will set the PTSU system to Inactive.

 Maintenance personnel will be notified by TMCC operators that the PTSU system is Transitioning. MTA / MaineDOT  Maintenance personnel or Safety Patrols will provide shoulder lane sweeps to Bridge verify that the shoulder lane is suitable for activation of the PTSU system. Maintenance  Maintenance personnel will remain on-call and sensitive to incidents that would interrupt PTSU operations.

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Table 5-3 (Continued): Peak Sunday Afternoon – Stakeholders’ Roles and Responsibilities

 Operators at the NHDOT TMC will be notified by the ATMS that the PTSU system is Transitioning.  NHDOT TMC Operators may initiate internal processes or procedures to prepare for the increase in traffic south of the High Level Bridge.  Operators at the NHDOT TMC will be notified by the ATMS that the NHDOT TMC PTSU system is Active.  NHDOT TMC may assist as secondary monitors of the active PTSU system.  Upon notification that congestion has been mitigated, NHDOT TMC Operators will be notified by the ATMS that the PTSU system is Inactive.

 Key personnel in Kittery and Portsmouth (Police, Fire, Rescue) will be notified Municipalities/ by TMCC Operators that the PTSU system is Transitioning. First Responders  Kittery and Portsmouth personnel will follow their procedures in case of incidents during the PTSU system operation.

5.1.3.3 Procedures

The following is an overview of the step-by-step process for a typical summer Sunday scenario (Section 5.1.3.1) when the PTSU system will be activated.

14. MTA TMCC operators will use historical data to estimate the timing of the PTSU system activation and deactivation. 15. MTA TMCC operators will review RWIS weather data and weather forecasting services to verify the expected weather conditions through the PTSU system operations. 16. MTA TMCC operators will use the CCTV equipment to visually inspect the shoulder(s) for debris and disabled vehicles. If the shoulder is required to be cleared, then the TMCC operators will follow existing notification procedures to take appropriate action. 17. Upon determination that the system will be activated, the TMCC operators will change the PTSU system status to Transitioning. 18. MTA TMCC operators will alert other non-ATMS stakeholders that the PTSU system is Transitioning with the expectation that it will be activated. 19. Upon alarms and notifications that the established activation traffic volume and/or speed trigger thresholds have been met, the TMCC operators will verify and set the PTSU system status to Active. 20. MTA TMCC operators will alert other non-ATMS stakeholders that the PTSU system is now Active.

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21. While the system is active, the MTA TMCC and NHDOT TMC operators will passively monitor the operations using the CCTV cameras and data provided by the MVDS. 22. If an incident occurs while the PTSU system is active, the MTA TMCC operators will determine if the system requires immediate deactivation and follow the established procedures for immediate shutdown. Alternatively, the MTA TMCC operators may apply partial shutdown procedures as appropriate. For any incident, the MTA TMCC operators will follow existing notification protocols to have appropriate resources respond to the incident. 23. The ATMS will store the activation time and data flows throughout system operations. 24. Upon alarms and notifications that the established deactivation traffic volume and/or speed trigger thresholds have been met, the TMCC operators will verify and set the PTSU system status to Inactive. 25. MTA TMCC operators will alert other non-ATMS stakeholders that the PTSU system is now Inactive.

5.1.4 Peak Holidays

During long holiday weekends, recurring congestion along the I-95 southbound barrel entering the State of New Hampshire that would generally occur on Sunday afternoons may occur on the following Monday (e.g., Columbus Day weekend). The Thanksgiving holiday week may see traffic volumes exceed capacities on the Tuesday and/or Wednesday prior to the Thanksgiving Thursday. Winter holiday weekends also can experience high traffic volumes if the ski reports are favorable.

5.1.4.1 Roles and Responsibilities

For holiday periods anticipating congestion for the I-95 northbound barrel, see Table 5-1. For holiday periods anticipating congestion for the I-95 southbound barrel, see Table 5-3.

5.1.4.2 Procedures

The procedures for peak holiday conditions are generally the same as the procedures for the Friday evening, Saturday midday and Sunday afternoon conditions, depending on the expectation from the historical trends and the traffic volume similarity to the given situations.

5.2 Atypical Operations

A dynamic PTSU system has the benefit of potential activation outside of the normal expected congestion periods. This allows the system to be reactive to congestion that may occur as a result of an event (e.g., a parade in Portsmouth) or as a result of an incident downstream of the PTSU system limits, (e.g., a crash at the Toll Plaza that backs up traffic to the HLB). Under these atypical situations, the procedures are generally the same; however, without the benefit of some of the pre-planning that can happen with recurring and expected congestion.

44 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

5.2.1 Congestion Alarm

5.2.1.1 Scenario Overview

At approximately 2 p.m. on a Wednesday in October, a fatal crash has occurred at the Hampton Toll Plaza. The historical traffic volume trends for the I-95/Maine Turnpike corridor do not suggest that the normal weekday evening peak hour commute will develop travel demands in excess of the HLB capacity. The crash has occurred in the open road tolling (ORT) lanes and has blocked all through movement within these lanes. As a result, all traffic is required to use the staffed ‘Cash’ lanes. The report from the crash site is that the incident will not be cleared for several hours and southbound traffic queues approaching the Hampton Toll Plaza are quickly growing. At approximately 2:20 p.m., the ATMS system produces an alarm that I-95 southbound speeds have dropped below 35 mph.

5.2.1.2 Roles and Responsibilities

The roles and responsibilities of the key stakeholders are identified in Table 5-4.

5.2.1.3 Procedures

The following is an overview of the potential step-by-step process for this atypical scenario (Section 5.2.1.1) when the PTSU system will be activated without pre-planning.

1. MTA TMCC operators will use the CCTV equipment to verify that southbound traffic has slowed down as indicated by the speed threshold alarm. 2. Upon verification, the MTA TMCC operators will use the CCTV equipment to visually inspect the shoulder(s) for debris and disabled vehicles. If the shoulder is required to be cleared, then the TMCC operators will follow existing notification procedures to take appropriate action. 3. MTA TMCC operators will review RWIS weather data and weather forecasting services to verify the expected weather conditions for the next several hours. 4. Upon determination that the system will be activated, the TMCC operators will change the PTSU system status to Active. 5. MTA TMCC operators will alert other non-ATMS stakeholders that the PTSU system has been activated. 6. While the system is active, the MTA TMCC and NHDOT TMC operators will actively monitor the operations using the CCTV cameras and data provided by the MVDS.

45 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

Table 5-4: Congestion Alarm - Stakeholder's Roles and Responsibilities

 Operators will actively use CCTVs to verify that the traffic flow appears to be slowing down as indicated by the alarm.  Operators will actively use CCTVs to explore and verify no debris or vehicles within the shoulder of the inactive PTSU system.  Weather data from nearby RWIS along with weather forecasts for the next several hours will be monitored to verify acceptable local weather conditions. Maine Turnpike Authority (MTA)  Operators will set the PTSU system to Active. TMCC  Operators will follow established procedures to begin communicating with the other stakeholders that the PTSU has been activated.  MTA TMCC will monitor the active PTSU system through automated and manual systems.  Upon notification that congestion has been mitigated, operators will initiate deactivation procedures for the PTSU system.  MTA TMCC will set the PTSU system to Inactive.

 Maintenance personnel or Safety Patrols will provide shoulder lane sweeps to verify that the shoulder lane is suitable for activation of the PTSU system. MTA / MaineDOT  Maintenance personnel will be notified by TMCC operators that the PTSU Bridge system is being activated. Maintenance  Maintenance personnel will remain on-call and sensitive to incidents that would interrupt PTSU operations.

 Operators at the NHDOT TMC will be notified by the ATMS that the PTSU system is Active.  NHDOT TMC may assist as secondary monitors of the active PTSU NHDOT TMC system.  Upon notification that congestion has been mitigated, NHDOT TMC Operators will be notified by the ATMS that the PTSU system is Inactive.

 Key personnel in Kittery and Portsmouth (Police, Fire, Rescue) will be Municipalities/ notified by TMC operators that the PTSU system is Transitioning. First Responders  Kittery and Portsmouth personnel will follow their procedures in case of incidents during the PTSU system operation.

46 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

7. If a secondary incident occurs within the PTSU limits while the PTSU system is active, the MTA TMCC operators will determine if the system requires immediate deactivation and follow the established procedures for immediate shutdown. Alternatively, the MTA TMCC operators may apply partial shutdown procedures as appropriate. For any incident, the MTA TMCC operators will follow existing notification protocols to have appropriate resources respond to the incident. 8. The ATMS will store the activation time and data flows throughout system operations. 9. Upon alarms and notifications that the established deactivation traffic volume and/or speed trigger thresholds have been met, the TMCC operators will verify and set the PTSU system status to Inactive. 10. MTA TMCC operators will alert other non-ATMS stakeholders that the PTSU system is now Inactive.

5.2.2 Incident Detection

5.2.2.1 Scenario Overview

It is a Friday in August and the PTSU system has been activated. At approximately 5:15 p.m., a vehicle has stopped along I-95 northbound about 500 feet north of the on-ramp from Exit 7 in New Hampshire along the shoulder preventing the shoulder from continuing as a travel lane.

5.2.2.2 Roles and Responsibilities

As this scenario is based on active PTSU during a Friday evening, the typical roles and responsibilities of the key stakeholders are identified in Table 5-1. Additional responsibilities are highlighted in Table 5-5.

47 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

Table 5-5: Incident Detection – Supplemental Stakeholders’ Roles and Responsibilities

 Operators will use CCTVs to verify the presence of the disabled vehicle within the shoulder of the active PTSU lane.  Operators will set the PTSU system to Inactive. NHDOT TMC  Operators will identify the nearest mile marker to the disabled vehicle.  Operator will initiate existing notification protocols to have appropriate resources respond to the incident.

NHDOT Bridge  Maintenance personnel or Safety Patrols will provide shoulder closures as Maintenance appropriate to protect the disabled vehicle and first responders.

 Key personnel in Kittery and Portsmouth (Police, Fire, Rescue) will be notified by TMC operators that an incident has occurred within the shoulder and that Municipalities/ the PTSU system has been deactivated. First Responders  Kittery and Portsmouth personnel will follow their existing procedures for incident response.

5.2.2.3 Procedures

The following is an overview of the potential step-by-step process for this atypical scenario (Section 5.2.2.1) when the PTSU system is active and must be immediately deactivated.

1. The ATMS will produce an alarm that traffic has stopped in the shoulder travel lane north of Exit 7. 2. The NHDOT TMC operators will use the CCTV equipment to visually verify that there is a disabled vehicle stopped on the shoulder. The operators will pinpoint the location of the stopped vehicle using the mile marker signs. 3. The NHDOT TMC operators will set the PTSU system status to Inactive. 4. The NHDOT TMC operators will follow existing notification protocols to have the appropriate resources respond to the incident. 5. The NHDOT TMC operators will alert other non-ATMS stakeholders that the PTSU system is not Inactive. All additional congestion alarms and notifications will be ignored until the disabled vehicle can be removed from the roadway.

48 Operational Scenarios High Level Bridge ITS Concept of Operations (ConOps)

Performance Measures Chapter 6 describes the specific requirements, capabilities, and limitations of the system. These requirements will become the basis for how the system will be evaluated once it has been deployed and tested.

6.1 Performance Metrics The proposed performance metrics are based on the system objectives as defined in Chapter 1: reduce traffic congestion, enhance highway safety, and improve mobility. The specific performance metrics are shown in Table 6-1.

6.1.1 Reduce Traffic Congestion

Traffic congestion by itself is not a measurable attribute. Rather, traffic congestion is the result of other factors. For example, traffic congestion is one result of an increase in density which is often associated with a decrease in vehicle speeds. Therefore, the performance metrics for reducing traffic congestion are vehicle density, travel time, and its inverse, travel speed.

49 Performance Measures High Level Bridge ITS Concept of Operations (ConOps)

Table 6-1: Performance Metrics

Vehicle density during PTSU activation vs. vehicle density during similar time periods without PTSU Reduce Traffic Travel time during PTSU activation vs. travel time during similar time periods Congestion without PTSU

Average travel speed

Total crashes (crash frequency)

Enhance Highway Crash rate during PTSU activation vs. crash rate during similar time periods without Safety PTSU

Crash severity during PTSU activation vs. crash severity during similar time periods without PTSU

Traffic volumes diverted onto local roadways

Total delay per vehicle Improve Mobility Average travel speed

Travel time reliability during peak traffic volume periods

6.1.2 Enhance Highway Safety

The most straightforward measurement of safety is crashes. Crash data can be evaluated in several ways, from crash frequency to crash severity. Therefore, the performance metrics for enhancing highway safety are total crashes, crash rate, and crash severity.

6.1.3 Improve Mobility

Like traffic congestion, mobility by itself is not a measurable attribute. Instead, mobility is measured indirectly through other factors. One method to indirectly measure mobility is to measure its effects on adjacent facilities. If I-95/Maine Turnpike is not providing the drivers’ expected level of mobility, then drivers will be incentivized to self-divert onto an adjacent roadway to improve their perceived mobility. Another indirect measurement of mobility is delay, or the average difference for a vehicle to travel between two points when compared to ideal conditions. For I-95/Maine Turnpike, the ideal condition is free-flowing traffic. A related indirect measurement of mobility is average travel speed. As speeds decrease, the perception is that mobility also decreases. In addition to travel speed, mobility is evaluated by measuring travel time reliability, or the expectation that the travel time on a given segment of roadway will be consistent during the same period of time week after week.

50 Performance Measures High Level Bridge ITS Concept of Operations (ConOps)

Appendix

Appendix A - List of Abbreviations and Acronyms

Appendix B – Stakeholder Meeting Notes (February 28, 2020)

Appendix High Level Bridge ITS Concept of Operations (ConOps)

Appendix A: List of Abbreviations and Acronyms

ATMS Advanced Traffic Management System

CCTV Closed Circuit Television

C-D Lane Collector-Distributor Lane

CFR Code of Federal Regulations

COAST Cooperative Alliance for Seacoast Transportation

ConOps Concept of Operations

DC Direct Current

DMS Dynamic Message Sign

FHWA Federal Highway Administration

HLB High Level Bridge

I-93, I-95 Interstate 93, Interstate 95

IPOC Incident Planning and Operations Center

IT Information Technology

ITS Intelligent Transportation System

MaineDOT Maine Department of Transportation mph Miles Per Hour

MTA Maine Turnpike Authority

MUTCD Manual on Uniform Traffic Control Devices for Streets and Highways

MVDS Motor Vehicle Detection System

NHDOT New Hampshire Department of Transportation

ORT Open Road Tolling

Appendix High Level Bridge ITS Concept of Operations (ConOps)

Appendix A (continued): List of Abbreviations and Acronyms

PCMS Portable Changeable Message Sign

PTSU Part-Time Shoulder Use

RFP Request for Proposals

RPC Rockingham Planning Commission

RWIS Roadway Weather Information Stations

SEP Systems Engineering Process

SMPDC Southern Maine Planning and Development Commission

TMC Transportation Management Center

TMCC Traffic Management & Communications Center

UPS Uninterruptible Power Supplies

Appendix High Level Bridge ITS Concept of Operations (ConOps)

Appendix B – Stakeholder Meeting Notes (February 28, 2020)

Appendix

Place: Kittery Community Center Kittery, ME

Date: February 28, 2020 Notes VHB (EGD, DJS) Taken by: Project #: 52625.01 Re: 52625.01 - Portsmouth to York - High Level Bridge Stakeholders Meeting Conference Report

ATTENDEES Bob Bollinger – FHWA - NH Clint Smith – WSP/MaineDOT Michael Mates – Pease Development Authority Wayne Emington – FHWA - ME Peter Merfeld – MTA Eric Eby – City of Portsmouth Josh Stewart – Kittery Police Ralph Norwood – MTA Tom Reinauer – SMPDC David Rich – Kittery Public Works Greg Stone – MTA Evan Drew – VHB Erik Baker – Maine State Police Charles Blackman – NHDOT Dan Schandel – VHB Steve Hunnewell – MaineDOT Bill Cass – NHDOT Mark Suennen - VHB Craig Hurd – MaineDOT John Corcoran – NHDOT Stephen Landry – MaineDOT David Rodrigue – NHDOT

On February 28, 20201, the New Hampshire Department of Transportation (NHDOT), in partnership with the Maine Department of Transportation (MaineDOT) and the Maine Turnpike Authority (MTA), hosted a Stakeholders Meeting in the Community Room of the Kittery Community Center. The purpose of the meeting was to engage key stakeholders of the operations at the I-95 Bridge over the Piscataqua River (High Level Bridge) (NHDOT Project Portsmouth-York 16189B). Mr. Blackman began the meeting with an introduction to the project and a round of introductions. Mr. Blackman than handed the meeting over to VHB for Mr. Suennen to present the purpose of the meeting and engage the attendees in a series of questions related to reducing congestion, improving safety, and enhancing mobility along the bridge and its approaches to stimulate discussion (presentation slides attached). This conference report generally follows the presentation and includes highlights of the discussion.

1 The Stakeholder Meeting was originally scheduled for February 7, 2020 but was postponed to February 28, 2020 due to weather.

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Mr. Suennen’s presentation began with a brief project background and an overview of the schedule for the next steps. He detailed the primary objectives of the project which are to reduce congestion, improve safety and enhance mobility. Mr. Suennen then went on to explain the purpose of the stakeholder meeting.

The presentation continued with an overview of the work to date, including the results of the Feasibility Study. Mr. Suennen outlined the alternatives that were explored and which alternatives were ultimately selected for the study. He then explained both alternatives and shared the findings of the Feasibility Study showing that ramp metering had limited benefits and that part-time shoulder use is expected to meet the project objectives.

The presentation continued with the stakeholder engagement, which consisted of a series of questions with multiple choice responses. Attendees were polled on their responses using the Turning Point polling system. When all participants had made their selection, the results were presented and discussed.

Question #1: “Should there be restrictions on what vehicles should be allowed to use the shoulder during part-time shoulder use?”

A. No Restriction (67%) B. Restriction based on Vehicle Class (motorcycles, large vehicles, vehicles with trailers, etc.) (33%)

Mr. Emington expressed that there may be a safety concern if there are no restrictions to the part time shoulder use lane as trucks could create conflicts due to differences in speeds from the rest of traffic. Craig Hurd (MaineDOT) mentioned that there will be drains offset 3’ from the barrier, and those will be in the part time shoulder use lane. He noted that there are 56 drains along the truss of the bridge, and this could lead to a rough ride. Steve Landry (MaineDOT) raised the question “Why should there be restrictions?”. He explained that he was concerned that restricting certain vehicles in the part time shoulder use lane could create weave conflicts from the restricted traffic leaving the part time shoulder use lane near the on and off ramps. Peter Merfeld (Maine Turnpike) brought up that Exit 1 in Kittery, Maine may be closed permanently to eliminate the weave in this location.

Question #2: “What is required before a shoulder is open to traffic?”

A. Nothing (0%) B. Visual (Remote) Evaluation (37%) C. Drive-Through (5%) D. B & C (58%)

Tom Reinauer (SMPDC) posed the questions “What type of cameras are out there currently?” and “Are the cameras good enough to pick up potential debris”. He then added if any video coverage was down, he felt like a drive through

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would be necessary. Mark Suennen (VHB) responded that this project would replace all existing cameras on the bridge and increase the video coverage to near 100% coverage. Steve Landry (MaineDOT) added that redundancy is needed and added a drive-through is needed. Erik Baker (Maine State Police) added that a safety vehicle could be used to verify debris seen in the cameras and act on the debris found. Steve Hunnewell (MaineDOT) added that the shoulder would not be open all the time so the physical drive-throughs would not be happening very often. Bob Bollinger (FHWA NH) asked if the part time shoulder use was only proposed seasonally. Mark Suennen (VHB) noted that there will be a question later in the presentation about this topic. Mr. Bollinger followed his question up saying that a physical drive through would be beneficial to assess the condition of the shoulder due to weather, ice, snow, etc.

Question #3: “When should the shoulder be allowed for part-time shoulder use?”

A. Never B. Fixed Times (Like Massachusetts) C. Adaptive to mainline travel conditions (100%)

Steve Landry (MaineDOT) asked “Could we do both?” during the polling. Peter Merfeld (MTA) commented that it could be confusing for users to see black and whites signs having fixed times when shoulder use is allowed and then allowing shoulder use at times differing from the signing. Mark Suennen (VHB) responded saying the dynamic message signs would be able to help with both typical and non-typical use. There was some crowd response saying that an answer of B & C would have been selected if available.

Question #4: “If the shoulder is authorized for adaptive use, when does it become active?”

A. Limited to pre-approved seasons and times B. Based on average mainline speed (below a threshold) C. Based on mainline volume (above a threshold) (5%) D. Visual confirmation (11%) E. Combination of factors (84%)

Steve Landry (MaineDOT) commented that all the above are important, and that there should be “and” conditions that would be triggered to activate the use of the shoulder. He mentioned that weather would be of concern. Wayne Emington (FHWA Maine) commented that he thinks that there should be a human element to the opening of the part time shoulder use lane and that the process should not be entirely automated. Greg Stone (MTA) mentioned that the shoulder could be used during maintenance operations, or if there is an accident that is blocking a lane. Bill Cass (NHDOT) asked if there was plans of implementing any queue monitoring and if that would be a trigger to open the lane for use. Mark Suennen (VHB) mentioned that the use of Microwave Vehicle Detection Systems (MVDS) could be

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used with this project to obtain queueing data. Steve Hunnewell (MaineDOT) asked if any would choose answer “A”. Peter Merfeld (MTA) responded by saying that if the weather is good then the shoulder can be used. Bob Bollinger (FHWA NH) agreed and mentioned that year to year the seasons fluctuate.

Question #5: “If the shoulder is authorized for adaptive use, when does it get deactivated?”

A. Minimum amount of time B. Based on average mainline speed (above a threshold) C. Based on mainline volume (below a threshold) D. Inclement weather / Incident response E. Combination of factors (100%)

Peter Merfeld (MTA) commented that it is important that the shoulder breakdown lane be available as soon as possible. Steve Landry (MaineDOT) commented that he doesn’t want to see a “yo-yo” of turning the shoulder use on and off. Mark Suennen (VHB) posed the question if there should be a minimum amount of time that the shoulder should be open for use. Steve Landry (MaineDOT) responded that the minimum times should depend on what season it is. Peter Merfeld (MTA) said that if minimums are put in place that should be able to be overridden.

Question #6: “How often should drivers be reminded or informed of the shoulder usage?”

A. Never (0%) B. Frequently (58%) C. Along On-Ramps (5%) D. Between Interchanges (26%) E. Other (11%)

Peter Merfeld (MTA) responded first by saying that he believed that the driver should be reminded frequently, but something like every 150’ is too often. He added there is approximately 1.5 miles between interchanges and that he envisions 6 or 7 locations to inform drivers. Steve Hunnewell (MaineDOT) added that visibility of the information should be the driving factor. Tom Reinauer (SMPDC) commented that he recalled in a presentation that the state of Michigan used line of sight as a factor in how often the drivers were informed of the shoulder use. Greg Stone (MTA) asked if there would be any notification in advance of the active shoulder use area in the form of DMS messaging or education. Mark Suennen (VHB) responded in saying that messaging prior to the active shoulder use area would more than likely be used to inform drivers of the change in conditions. Wayne Emington (FHWA – Maine) asked if the reminder of the shoulder use messaging would be consistent. Mark Suennen (VHB) responded by saying that the goal

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would be to keep messaging consistent throughout the shoulder use are both north and south bound. Steve Hunnewell (MaineDOT) added that he thinks there would need to be an educational component to the shoulder use that would encourage appropriate use of the part time shoulder use lane. Steve Landry (MaineDOT) brought up that he was concerned about Exit 2 Southbound in Maine with the collector distributor road and thinks this location will be confusing for drivers when shoulder use is open.

Question #7: “What happens if a vehicle breaks down in the shoulder during active part-time shoulder use?”

A. Instant termination of shoulder use B. Tow service on call C. System monitor contacts police to block lane D. Every person for him-/her- self E. Combination of actions (67%)

Charles Blackman (NHDOT) commented first by saying he doesn’t want the system to be all or nothing. He brought up the idea of if an accident occurred in the first hundred feet of the shoulder running this should not shut down the entire shoulder running operation. Steve Landry (MaineDOT) said that he believed that the shoulder running should be terminated immediately and then respond and monitor accordingly. Greg Stone (MTA) added that every situation is different and there should be flexibility in how it is handled. Mark Suennen asked the police representatives in the room what their respective response was and if they had any comments. Erik Baker (Maine State Police) and Josh Stewart (Kittery Police) both responded that they answered option E. Erik Baker (Maine State Police) added that there is an agreement between New Hampshire State Police and Maine State Police that if an incident occurs on or near the bridge it is acceptable to push or move the incident to a safe location over the state line in this area. Peter Merfeld (MTA) added that there could be issues getting the wrecker to the incident location and added that instant termination of the shoulder use would be beneficial in getting services to the scene if the bridge is jammed up.

Question #8: “If the system is expanded beyond the Bridge, how often is it necessary to provide emergency pull off refuges beyond the shoulder?”

A. None B. Frequent C. Between Interchanges (58%) D. Other

John Corcoran (NHDOT) responded first by saying that he thinks that the refuge locations will have to be determined by multiple factors including practicality, layout and looking at interchange ramp widening as potential use as refuge.

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Bill Cass (NHDOT) added that it would be of interest to look to see if there are any standards, or best practices that can be pulled to determine spacing of the refuges. He said that long construction zones that contain refuge may be a good place to start. He asked Craig Hurd (MaineDOT) if there were any refuge areas in the current construction zone of the bridge, and Mr. Hurd responded that there are no current refuges.

Question #9: “Which weather conditions would prohibit activating/starting shoulder use?”

A. Never B. Any precipitation C. Significant rain D. Plowed snow E. Ice melt F. Anything from C, D, or E

There was no further discussion on this question

Question #10: “Does the system get deactivated upon notification of an incident or upon verification of the incident?”

A. Does not get deactivated for an incident B. Upon notification C. Upon verification (95%)

Greg Stone (MTA) expressed that he believed a “depends on the situation” answer should have been included. He added that incident response will depend on the information received. Steve Hunnewell added that there will be near 100% of video coverage and verification of an incident should be easy to do. Wayne Emington (FHWA Maine) agreed.

Question #11: “What is the preferred method of incident detection?”

A. Automated incident detection from the ATMS (50%) B. Local dispatch services (E-911) C. Visual incident detection (by emergency services or by TMC/C staff) (50%)

Wayne Emington (FHWA – Maine) said that he liked the idea of automated detection because it is tough to put the resources to just watch video footage of the project location at all times. After this discussion the room came to an agreement that a combination of A & C would be best.

Question #12: “Once an incident is detected in the PTSU corridor, how is the incident verified?”

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A. Remote visual inspection (using CCTV cameras) B. On-site visual inspection (drive-by) C. Multiple independent verification (combination of previous responses)

Steve Landry (MaineDOT) stated that if you can see the incident on the camera that is all that is needed. Tom Reinauer (SMPDC) added that CCTV camera verification should only be used if the cameras are good enough to confirm.

Question #13: “Should there be reference markers (mile marker signs) along the corridor for more accurate incident reporting?”

A. Yes, every 0.2 miles B. Yes, every 0.5 miles C. No

Steve Hunnewell (MaineDOT) said that if there was 100% video coverage the addition of mile markers was not necessary. Wayne Emington (FHWA – Maine) thought that the addition of mile markers would be beneficial so that emergency responders could know how far they are away from the incident. Peter Merfeld (MTA) added that they are looking to install mile markers every 0.2 miles through certain sections but that they wouldn’t be MUTCD compliant. Bob Bollinger (FHWA – NH) responded that all signs placed along roads should be MUTCD compliant or there is a risk of losing federal funding.

Question #14: “If there is an incident during PTSU along the bridge, how will Emergency Services get to the scene?”

A. Enter from upstream on-ramp and go with traffic B. Enter from downstream off-ramp and approach counter flow C. Access determined by the nature of the incident

Question #15: “Should the towing company be called out with the First Responders for quick clearance?”

A. Yes, always B. No; First responders should decide C. Dispatch to decide case by case

Tom Reinauer (SMPDC) said that he thinks it would be good to automatically dispatch towing to get services there and the first responders on the scene can call them off. Multiple comments came from the room asking who would be paying for the towing service. Peter Merfeld (MTA) added that the kind of equipment changes incident to incident so automatic dispatch may not be as helpful. Greg Stone (MTA) said that he thinks incidents in this area shouldn’t be any

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different from what is already done. Wayne Emington (FHWA- Maine) added that may be an opportunity to send a screen shot of the incident to first responders and/or towing company to help them determine what the severity and what equipment would be needed. Greg Stone (MTA) said that there is no waiting for AAA to arrive and the situation needs to be moved off mainline. He added that this may need to by policy based.

Question #16: “Should DOT/MTA establish Incident Investigation Refuge sites to speed incident clearance where space is available?”

A. Yes B. No

Greg Stone (MTA) posed how big these sites would be and added that the goal should be to get the vehicles as far away as possible. Peter Merfeld (MTA) added that the goal is to get them off mainline.

This was the final question in the presentation. Mark Suennen then asked if there was any further discussion or questions. Bob Bollinger (FHWA – NH) asked if the structural integrity of the bridge had been analyzed to ensure the bridge could take on the extra loading. Mark Suennen responded by ensuring that this would be taken care of in the design phase of the project. Wayne Emington (FHWA – Maine) asked if environmental factors (noise and air pollution) had been accounted for yet. He added that there is a new publication out by FHWA that helps in the design effort in these areas. Tom Reinauer (SMPDC) asked if full gantries were being explored instead of the cantilevered sign structures. Wayne Emington (FHWA – Maine) asked what the performance measures would look like. Mark Suennen (VHB) responded that the performance measures would be defined more thoroughly in the concept of operations document but, will be focused on the project objectives and will be things like travel time, and crashes. Steve Landry (MaineDOT) raised a concern about clearing debris safely, what equipment would be best to do so, and would this be eligible for federal funding. He mentioned the use of a Gator Getter. Bob Bollinger (FHWA - NH) replied by saying federal funds general don’t get applied to maintenance equipment, and then added that Buy America applies to any equipment installed. Wayne Emington (FHWA – Maine) added that there is the opportunity to talk to surrounding state FHWA offices to see if there are any funding routes that could be used for maintenance equipment.

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