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From page 7...
... Executive Summary Project Background and Objectives In 2008, SHRP 2 began work on Reliability Project L01, Integrating Business Processes to Improve Reliability. From a series of case studies, the L01 project identified the core of operations business processes within transportation management that had day-to-day influence over operations and network performance and, in turn, had positive impacts on travel time reliability.
From page 8...
... The L01 research reports provide information and case studies that directly relate to key operational areas that have the most effect on travel time reliability, including • Incident Management • Work Zone Management • Planned Special Events Management • Road Weather Management • Traffic Control and Traffic Operations Agencies considering changes in business processes to improve performance often skip the step of thinking through current business processes in a systematic way to identify and document potential data or information gaps or issues. The overall benefit of the e-tool is that it provides a mechanism to help agencies identify key components or enablers that can promote a more efficient process that may improve travel time reliability.
From page 9...
... easy collaboration might be of better use to agencies. As a result, the e-tool was developed in a manner to allow users to utilize any mapping approach that they are comfortable using.
From page 10...
... operations might be improved or better integrated through the business processing mapping portion of its seven-step process. The results of the L34 research project are directly applicable to the SHRP 2 Reliability area's objectives.
From page 11...
... CHAPTER 1 Background Project Overview In 2008, SHRP 2 began work on Reliability Project L01. From a series of case studies, the L01 project identified the core of operations business processes within transportation management that had day-to-day influences over operations and network performance and, in turn, had positive impacts on travel time reliability.
From page 12...
... labor sectors to ensure that a wide range of applications and perspectives were investigated. The existing tools that were evaluated are described in Table 1.1.
From page 13...
... Florida Department of Transportation (FDOT) Decision Support System (DSS)
From page 14...
... North Florida Transportation Planning Organization TIMe4Safety Video Series and Handbook Transportation http://www.north floridatpo.com/it s_coalition/traffi c_incident_mana gement/ TIMe4Safety is a comprehensive multiagency, multidiscipline program dedicated to improving responders' safety, coordination, and enhancement of traffic incident management (TIM) within the northeast Florida region.
From page 15...
... FHWA's Sign Retroreflectivity Toolkit Transportation http://safety.fhw a.dot.gov/roadwa y_dept/night_vis ib/retrotoolkit/ This e-tool has a step-by-step process for users to become familiar with new traffic sign management practices that fulfill Manual on Uniform Traffic Control Devices requirements and provides assistance for implementation of the various methods/procedures. Primary users and stakeholders that will likely be interested in this e-tool are state and local DOTs or other agencies responsible for the maintenance of traffic signs.
From page 16...
... GRADS360° Education https://www.grad s360.org/app/Def ault.aspx GRADS360° is an e-tool that enhances grants management and oversight by empowering U.S. Department of Education program officers with actionable and easily accessible data.
From page 17...
... Unemployment Insurance State Information Data Exchange (UISIDES) Labor N/A This e-tool allows electronic transmission of unemployment insurance (UI)
From page 18...
... CHAPTER 2 E-tool Requirements and Architecture Functional Requirements -- Background Information The L34 e-tool includes two modules: Orientation Module and Application Module. The purpose of the Orientation Module is to introduce users to the concepts of business process modeling through the use of case studies and voice-over slide tutorials, as well as quizzes to test the user's retention of information presented in the Orientation Module.
From page 19...
... Step 2: Define the Specific Reliability Goal. Goals focus the agency's efforts on the problem at hand regardless of any specific process.
From page 20...
... Development of Functional Requirements Use cases and/or storyboarding are effective ways to determine functional requirements. The research team utilized storyboarding to determine the functional requirements for the e-tool.
From page 21...
... Table 2.1. Identified Functional Requirements Considered for E-Tool Item Functional Requirement Comments/Notes 1 Navigation Bar Side (vertical)
From page 22...
... Base Architecture The base architecture includes Use Cases (Use Case Diagrams, Use Case Descriptions) and the Database Architecture.
From page 23...
... Figure 2.3. Application Module use case diagram.
From page 24...
... Basic Flow The user is presented with the Welcome screen on the e-tool. The user selects the Orientation Module from the two options presented.
From page 25...
... Basic Flow The user is presented with the Project screen on the e-tool. The user enters a project name into the Project Name text box.
From page 26...
... The user proceeds to use the Application Module. The use case ends.
From page 27...
... Figure 2.4. ER diagram (PK = primary key and FK = foreign key)
From page 28...
... Database Dictionary A data dictionary was built for the ER diagram above. The data dictionary better defines what each item in Figure 2.4 represents.
From page 29...
... Table Name Field Name Data Type PK/FK Req. Description BusinessProcessModel BusinessProcessId Numeric FK ✓ The business process that this model is associated with.
From page 30...
... Table Name Field Name Data Type PK/FK Req. Description Iteration Description VarChar(4000)
From page 31...
... Architecture The e-tool application runs on the local computer where it is installed. In order to reach as many customers as possible, the architecture was developed to accommodate as many operating systems as possible.
From page 32...
... The e-tool application consists of presentation, business logic, and data access layers. The Spring Framework is used as the dependency injection container for the application.
From page 33...
... CHAPTER 3 E-tool Content General Content This section presents the text version of the materials to be included in the Orientation Module, Application Module, and the case studies section of the e-tool. The information provided below was presented to the e-tool user in two formats: 1.
From page 34...
... Figure 3.1. Screenshot of introduction to e-tool.
From page 35...
... To begin, please choose to enter either the "Orientation to e-tool" or the "Application of e-tool" at the bottom of this page. Video located here.
From page 36...
... Step 3: Identify and Document Current Business Processes. Agencies considering changes in business processes often skip the step of thinking through current business processes in a systematic way to identify and document potential gaps or issues.
From page 37...
... step of the methodology is completed, a check will appear in the navigation panel on the left side of this screen next to the appropriate step to indicate completion of the training for that step. The Case Studies and Resources pages may be accessed at the left side panel at any time.
From page 38...
... Step 1: Identify Influences The first step in this methodology involves determining what influences made it apparent that there is a need to improve business processes in order to improve travel time reliability. There are three categories of influences identified in the SHRP 2 report, Integrating Business Processes to Improve Travel Time Reliability (1)
From page 39...
... The Florida DOT (FDOT) identified a problem with congestion on its roads as a result of both minor and major incidents on the roadway; therefore, FDOT established the Road Ranger program to achieve a reliability goal of alleviating nonrecurring congestion caused by traffic incidents.
From page 40...
... • Private towing vendor • Private sponsor of the Florida Road Ranger program • The motorist By formally identifying your partners, you may identify people or groups that may not have been recognized otherwise. Next, gather all existing documentation of the existing process, if any.
From page 41...
... incident is cleared, the incident report is filled out, and the motorist completes a comment card that is later used to evaluate the program. This is an example of a flowchart used to visually document the business process of the Florida Road Ranger program.
From page 42...
... Once the changes to the business process or processes have been identified, the updated or new process can be implemented. The approach to this implementation will vary based on factors such as the number of agencies involved and the depth of the process within the agency's broader operations strategy.
From page 43...
... Tracking performance can be fundamental to gaining the support of the public and ensuring continual funding for identified solutions to improve travel time reliability. FDOT collects output- and outcome-based performance measures on its Road Ranger service patrol program.
From page 44...
... There are four strategies and considerations to keep in mind when institutionalizing processes. The first strategy is the importance of stakeholder buy-in and support of the process.
From page 45...
... 2) Big Directive influence evolves over time according to recurring needs.
From page 46...
... 4) Steps 4 (Develop/Change Process)
From page 47...
... 3) At what level of an organization should a successful implementation typically start?
From page 48...
... Figure 3.4. Screenshot of case study page.
From page 49...
... Application of E-tool The Application Module is intended to be used in a group setting or by a facilitator when guiding an agency through the assessment of its business processes. It is assumed that the user has completed the Orientation Module before continuing to this section of the e-tool.
From page 50...
... Figure 3.7 Introduction to application of e-tool. Welcome to the Application of E-tool!
From page 51...
... Seven-Step Process The page for the first step gives some guidance on choosing the type of influence and describing the influence that brought on the need to assess the process. Figure 3.8 contains a screenshot of the Step 1 page, followed by the Step 1 content.
From page 52...
... Step 1: Identifying Influences The first step in this methodology involves determining what influences made it apparent that there is a need to improve business processes in order to improve travel time reliability. There are three categories of influences identified in the SHRP 2 Report: Integrating Business Processes to Improve Travel Time Reliability (L01)
From page 53...
... Figure 3.9. Step 2 screenshot.
From page 54...
... information: Text content located here will be dependent on the case study selected in the introduction screen. The Step 2 section from the selected case study is displayed to help guide the user.
From page 55...
... Figure 3.10. Step 3 screenshot.
From page 56...
... and key components or enablers to establish a more efficient process. Documenting the processes also helps to identify stakeholders that are missing from the current process and formalize roles and responsibilities to improve the continuity of the business process with personnel changes.
From page 57...
... Figure 3.11. Step 4 screenshot.
From page 58...
... Figure 3.12. Step 5 screenshot.
From page 59...
... project work zone on traffic on the major routes. Meetings are conducted before the implementation of the traffic management plan and continue throughout the life of the construction project.
From page 60...
... Step 5: Assess Process Step 5 involves assessing the process. Some level of assessment is important to determine the effectiveness of that process.
From page 61...
... Figure 3.13. Step 6 screenshot.
From page 62...
... information: Text content located here will be dependent on the case study selected in the introduction screen. The Step 6 section from the selected case study is displayed to help guide the user.
From page 63...
... Step 7: Institutionalize Process The seventh and final step is institutionalizing the process. It is the way in which a new or changed process is incorporated into existing policies or management programs.
From page 64...
... CHAPTER 4 Pilot Testing The researchers completed two pilot tests of the e-tool to test the applicability and ease of use. The research team selected these two pilot-test locations from a list of seven potential sites.
From page 65...
... New Hampshire DOT: Winter Weather Management Overview/Background New Hampshire DOT (NHDOT) is working to reduce nonrecurring congestion through winter weather management and weather-related incident management activities.
From page 66...
... downed power lines with debris. The purpose of the briefings is to keep commissioner staff informed of DOT/TMC activities.
From page 67...
... • If there is an incident on the Interstate, TMC staff enter the information into 511, post messages on Twitter, and display messages on DMSs. Advanced messaging is used to support brining operations (Brining Ahead messages)
From page 68...
... Figure 4.1. NHDOT business process map (PD = police department)
From page 69...
... also includes timestamps for full roadway closures and partial closures. The beginning point of the incident timeline is vague (e.g., time foreman was notified, TMC notified)
From page 70...
... • Improve consistency in district reporting of event timelines. Currently, each district has its own internal protocol for responding to an event.
From page 71...
... • Implement standard communication protocols. New Hampshire has a Distracted Driving Policy, so staff is not allowed to use cell phones while driving.
From page 72...
... workshop participants. The group will reconvene in April/May and reassess the process on the basis of operations during the upcoming winter season.
From page 73...
... Texas. Representatives from the following agencies were in attendance: TxDOT Dallas District, Dallas County Sheriff's Office, the city of Dallas PD, the city of Dallas Fire/EMS, SHRP 2/TRB staff, and NCTCOG.
From page 74...
... sharing of resources between the city and county, and improving the efficiency of response to the scene. Step 3: Identify and Document Current Business Processes Current business processes in the area of incident identification and response were mapped for a Category 5 incident with a 60-min maximum duration of lane blockage as shown in Figure 4.2.
From page 75...
... Step 4a: Develop/Change Process Pilot workshop participants identified the following potential business process changes as a result of the mapping exercise: • Multiagency communication is an issue. DSO is responsible for incident management and response on freeways, but DSO dispatchers have to contact the city of Dallas PD dispatchers to provide traffic control.
From page 76...
... operating procedures, interagency agreements, and TxDOT's Hazardous Material Procedures. NCTCOG has a FIM webpage with a list of resources, but it is not password protected.
From page 77...
... • The Orientation Module could be useful for engaging individual stakeholders in the process and introducing them to the general concepts of SHRP 2 L01. • In terms of an agency's ability to facilitate the group module, NCTCOG participants reported that facilitating the group through the seven steps would not be difficult; however, staff would not have known how to weave all of the source documents together to produce the business process map and time frame for incident response.
From page 78...
... CHAPTER 5 Conclusions and Recommendations The SHRP 2 L34 project utilized findings from the SHRP 2 L01 study to develop a stand-alone software tool for transportation personnel to assess their business processes that may affect travel time reliability. The software can be downloaded to any computer and has been built to be compatible with any modern system that supports the Java operating system.
From page 79...
... L01 report (as per contract requirements) without much guidance as to how users might generate their own input for each of the seven steps.
From page 80...
... attendees. Several key recommendations are provided here for consideration by future research sponsors.
From page 81...
... APPENDIX A Functional Requirements Introduction The purpose of this appendix is to describe the functional requirements of the e-tool. General Look and Feel NFR1 The e-tool will conform to the Transportation for Communities – Advancing Projects through Partnerships (TCAPP)
From page 82...
... 2.1.2 The following SHRP 2 graphic must be located at top of the header and be centered. 2.1.3 The text "Improving Business Process for Better Travel Time Reliability e-tool" must be located below the SHRP 2 graphic and centered within the header.
From page 83...
... 2.2.8 The numbers on this graphic will have roll-over information for each of the seven steps. 2.2.9 The text "Please choose either the Orientation to E-tool or Application of E-tool to continue" must appear at the bottom of the page and be centered.
From page 84...
... 3.1.3 A checkmark must appear to the left of each of the navigation bar items that the user has completed. The checkmarks from previously completed pages will remain on the navigation bar to the left of each of the lines of text.
From page 85...
... 3.3.3 Following the video in the content box, clickable text reading "Click here to view video text" will be shown. When clicked, the text of the dialogue in the training video will be displayed and be left justified.
From page 86...
... accuracy, and where they have an incorrect answer, the correct answer will be presented. 3.5.7 Two rectangular click buttons must be located at the bottom of the section, arranged horizontally with space between and centered on the page.
From page 87...
... 3.8.2 Following the text, a training video file that is clickable must be displayed and be centered in the section. 3.8.3 Following the video in the content box, clickable text reading "Click here to view video text" will be shown.
From page 88...
... 3.10.3 Following the video in the content box, clickable text reading "Click here to view video text" will be shown. When clicked, the text of the dialogue in the training video will be displayed and be left justified.
From page 89...
... 3.12.7 Two rectangular click buttons must be located at the bottom of the section, arranged horizontally with space between and centered on the page. The left button must contain the text "Back" and must navigate to the previous page.
From page 90...
... 3.14.3 Below the text, a hyperlink with the text "http://onlinepubs.trb.org/onlinepubs/SHRP 2/SHRP 2_S2-L01-RR-1.pdf" must open the associated file from the Internet. One blank line must follow.
From page 91...
... "Step 3 – Identify and Document Current Business Process" "Step 4 – Develop/Change and Implement Process" "Step 5 – Assess Process" "Step 6 – Document Process" "Step 7 – Institutionalize Process" "Create/Print Report" "Case Studies" "Resources" 4.1.3 A checkmark must appear to the left of each of the navigation bar items that the user has completed. The checkmarks from previously completed pages will remain on the navigation bar to the left of each of the lines of text.
From page 92...
... 4.2.3 To the left of the table will be the text "Open an Existing Project". This text will be bold.
From page 93...
... 4.3.5 Below the drop-down menu must be the text "Choose a case study that best matches the process you are evaluating". 4.3.6 A drop-down menu will follow below the text that allows users to make a selection.
From page 94...
... 4.4.2 Included in the text, there must be the following table, centered. 4.4.3 Below the table and text, the text "Choose type of influence" must be left justified.
From page 95...
... 4.4.8 Two rectangular click buttons must be located below the content section's bottom border, arranged horizontally with space between and centered on the page. The left button must contain the text "Back" and must navigate to the previous page.
From page 96...
... 4.6.6 Below the text will be a text box with visible borders that spans the entire width of the content box and displays lines of text vertically that users can type in must begin under the text. The text box should be able to store a predefined amount of text.
From page 97...
... 4.7.9 Below the text box, there must be two buttons. The left button must contain the text "Save" and save the user's progress.
From page 98...
... 4.8.6 Directly below the text will be a text box with visible borders that spans the entire width of the content box and displays lines of text vertically that users can type in must begin under the text. The text box should be able to store a predefined amount of text.
From page 99...
... must contain the text "Next" and must save the user's progress and navigate to the next page. 4.9 Step 6 – Document Process 4.9.1 The top of the content box will contain text describing Step 6 and will be left justified.
From page 100...
... type in must begin under the text. The text box should be able to store a predefined amount of text.
From page 101...
... "Case Study 7: The Palace of Auburn Hills, Special-Event Traffic Management (Michigan) " "Case Study 8: I-80 Winter State Line Closures (California and Nevada State Line)
From page 102...
... 4.13.9 Below the text, a hyperlink with the text "e-tool Materials List.pdf" must open the associated file. 4.13.10 On the line following the blank line, the text "Chapter 3.3.2 of Advancing Metropolitan Planning for Operations" must be left justified.
From page 103...
... APPENDIX B Case Study Details SHRP 2 Reliability Report S2-L01-RR-1 Integrating Business Processes to Improve Travel Time Reliability documented 10 case studies of organizations that identified business processes that could be altered to improve travel time reliability. The e-tool provides the user numerous opportunities to tap into the wealth of information available through these 10 case studies.
From page 104...
... Step 7: Institutionalize Process Determine what the agency did to institutionalize the process and the outcome. Case Study: Washington State DOT Joint Operations Policy Statement and Instant Tow Dispatch Program Overview/Background Washington State Instant Tow Dispatch Program, which describes one element of a broader incident management program focused on reducing incident clearance time through the collaborative efforts of the Washington State Department of Transportation (WSDOT)
From page 105...
... Step 2: Define the Specific Reliability Goal(s) The primary reliability goal that WSDOT was trying to achieve was the 90-min incident clearance time; the Instant Tow Dispatch Program was one of several strategies that were developed and implemented to work toward achieving that overarching clearance time goal.
From page 106...
... Figure B.1. WSDOT business process map (Comm.
From page 107...
... Step 5: Assess Process WSDOT and WSP had several measures, such as response time, number of tows, and cost of the program, to monitor the impact and effectiveness of the program. The University of Washington Transportation Research Center was also asked to study the initial pilot program.
From page 108...
... Florida Turnpike Enterprise. The Road Ranger program in its current format began in 2000, but at that time the program was completely funded by the state of Florida.
From page 109...
... FDOT gave permission to the private tow vendors to seek sponsorship to supplement funding of the Road Ranger program. Sponsorship funding allowed tow vendors to maintain or expand the hours of operation and miles of freeway serviced.
From page 110...
... of the system might have been in jeopardy. Incidents are typically identified by an FHP officer, the FDOT traffic management center (TMC)
From page 111...
... In November 2005, FDOT sponsored a benefit-cost analysis to evaluate the costeffectiveness of the Road Ranger program. The overall benefit-cost ratio of the Road Ranger program was measured at 25.8:1.
From page 112...
... fully managed corridor, optimizing the existing infrastructure along the roadway. This method typically focuses on improving travel reliability, enhancing efficiency, and increasing throughput and safety along the existing roadway.
From page 113...
... comprehensive review of five potential sites (including M25, London's Orbital Motorway) , the M42 was selected for a pilot study.
From page 114...
... Step 4a: Develop/Change Process The stakeholder outreach performed during the early development of the ATM system has increased the buy-in and support for the solution. There were more than 120 stakeholder groups that provided input to guide the development of the ATM system.
From page 115...
... Step 5: Assess Process Before ATM was implemented and an incident occurred, the impact on capacity was severe, with impacts lasting for several hours. Travel time along the corridor was extremely volatile, ranging from 30 min to 3 hours.
From page 116...
... Step 7: Institutionalize Process The HA assesses the ATM system on a continuous basis. The continued communication between the NTCC, RCC, traffic officer service, emergency response, and the police provide for a more effective system.
From page 117...
... Step 1: Influences The influence to create the Safety and Traffic Operations Committee was event driven. The impetus for the Safety and Traffic Operations Committee meetings was a fatality that occurred within a construction project work zone.
From page 118...
... Figure B.4. NCDOT business process map (TMP = transportation management plan)
From page 119...
... hours. The committee also attempts to minimize the incidents that occur by carefully establishing the appropriate speed limits within the work zone.
From page 120...
... promote the variation in driver behavior. Step 6: Document Process Documenting the impacts of work zones will provide reference points for decisions made on future traffic management plans that are based on well-documented successful practices.
From page 121...
... connects Detroit, Michigan, and Windsor, Ontario, Canada, is one of the busiest commercial bridges in the world and the largest commercial border crossing in North America, with approximately 11 million vehicles crossing the bridge each year. The MDOT I-75 Ambassador Bridge Gateway Project includes the reconstruction of the I-75 and I-96 freeways, a new interchange for the Ambassador Bridge, a redesign of the Ambassador Bridge Plaza, and a pedestrian bridge across I-75 and I-96 to connect east and west Mexicantown in southwest Detroit.
From page 122...
... project closures within the Gateway simulation network. Construction began in February 2008, with the most critical phase – the complete closure of the I-75/I-96 interchange – occurring in summer 2008.
From page 123...
... Step 4a: Develop/Change Process Operations applications, in contrast to planning applications, have shorter time horizons and require faster turnover and shorter information feedback loops. In order for the model to accommodate changes in the field, a contract amendment for the model would need to be updated, funding would need to be allocated, results would need to be analyzed, and work zone mitigation measures would need to be updated.
From page 124...
... • Continual integration during construction between MDOT engineers responsible for construction and MDOT planners responsible for modeling to incorporate construction changes into the model and develop new work zone traffic control strategies • Use of the existing SEMSIM Paramics network model of southeastern Michigan to repurpose it for microsimulation of freeway closures. These groups all worked well in the initial planning stages for construction.
From page 125...
... detour routes in a manner that would have the least impact on the transportation network. The MDOT work zone traffic control modeling provided several benefits.
From page 126...
... Step 1: Influences The effort to bring the track to Kansas was a top-down influence, with strong support from the governor and lieutenant governor. Understanding the importance of accessibility, the governor directed the Kansas DOT to develop a plan to handle race traffic for the Speedway.
From page 127...
... Figure B.6. Kansas business process map (KCPD = Kansas City Police Department)
From page 128...
... Step 5: Assess Process KDOT has not done a study of travel times for through traffic on race day, but it estimates that at peak periods before or after a race, motorists on I-70 will only experience minor slowdowns with perhaps 5 min of delay to their total trip. The Kansas Speedway along with KDOT maintains statistics of parking ingress/egress; parking lot clearance times after races have decreased since initial race in 2001.
From page 129...
... police dispatch and the RCOC traffic operations center (TOC)
From page 130...
... Figure B.7. Auburn Hills business process map (SGT = sergeant)
From page 131...
... Step 4b: Implement Process AHPD now has the ability to implement the Event Manager (developed by RCOC) and activate predetermined signal timing plans through the RCOC TOC.
From page 132...
... management plan, and coordinating with AHPD for implementation. The Palace also has access to MDOT CCTV cameras so it can monitor traffic conditions on approaching routes.
From page 133...
... restricts lane usage by emergency vehicles, and creates hazardous driving conditions for passenger vehicles. Step 1: Influences During the 5-year period between 2002 and 2007, NDOT observed 23 closures on I-80 at the Nevada/California state line and an additional 31 truck prohibitions resulting from severe winter weather.
From page 134...
... and to establish overall lines of communication. This meeting is also used as an opportunity to fine-tune processes on the basis of prior years' experiences during winter closures.
From page 135...
... Step 4a: Develop/Change Process Although there are good working relationships among the state and local agencies that are routinely involved in winter operations and management on the I-80 corridor, agencies have recognized that they could do more to mitigate the impacts of closures or restrictions at the state line. At one of the prewinter coordination meetings, a hierarchy of closure activities was established and agreed on by the primary partners (DOT and law enforcement)
From page 136...
... restriction on the state line, although as yet there are no formal performance-monitoring processes to enable comparing queue lengths with queues in prior closures or restrictions. Step 6: Document Process Processes for I-80 winter operations and management are well documented.
From page 137...
... Case Study: AZTech Regional Archived Data Server (Arizona) Overview/Background The AZTech Regional Archived Data Server (RADS)
From page 138...
... Step 3: Identify and Document Current Business Processes Maricopa County DOT and Arizona DOT were the two primary partner agencies responsible for the RADS development, operations, and maintenance. Maricopa has operated a TMC for more than 10 years and also operates traffic signals, DMSs, and CCTV cameras on county-owned facilities.
From page 139...
... Figure B.9. AZTech business process map (TMS = traffic management system; ADOT = Arizona DOT; MCDOT = Maricopa County DOT; ATIS = Advanced Traveler Information System; pub/prv = public/private)
From page 140...
... transportation management and operations and the response of transportation departments to incidents on freeways and arterials. Once transportation management centers are able to access the incident data from RADS, they can initiate a range of responses depending on the incident severity and location.
From page 141...
... freeways. Arizona also monitors its 511 phone and website activity.
From page 142...
... Case Study: San Pablo Avenue Signal Retiming (California) Overview/Background The San Pablo Avenue Corridor case study focuses on a multiagency approach to the development of a corridor signal timing plan.
From page 143...
... facilitator between the consultant and the applicant group or between local agencies participating in the retiming. Typically, the projects will last approximately 12 months but can extend longer.
From page 144...
... team for comments. Once the timing plans are developed, the consultant will continue to work with each of the agencies on the implementation of the plans.
From page 145...
... an annual report. Several performance measures indicate how the public will judge the project and indirectly how the public will support similar projects in the future.
From page 146...
... APPENDIX C Test Plan This appendix presents the test cases that were used to validate and verify that the e-tool meets the requirements, works as expected, and can be fully implemented with the same characteristics as the prototype. The following table identifies the test authors, executers, key dates, scope of the testing conducted, and a short narrative describing the overall summary of the types of tests conducted.
From page 147...
... Executive Summary Note: NA = not available. Initial testing for the SHRP 2 L34 e-tool was conducted in the test environment.
From page 148...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-1.0 User read entire etool Welcome Page.
From page 149...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-2.2 User chose to go to previous page within Orientation Module.
From page 150...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-2.5.1 User hid the text script for the video.
From page 151...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-4.2 User chose to create a new project.
From page 152...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-5.4 User forgot to choose the Save button after completing the selection and presses the Next or Back button.
From page 153...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail section and saw text from the Reliability section for the case study the user chose.
From page 154...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-8.3 User chose the Save button after entering in answers to the above questions.
From page 155...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-9.4 User chose the Save button after entering in answers to the above questions.
From page 156...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-10.3 User chose to edit performance measures, methods, data needed, data collected, and findings/results of the evaluation/ assessment of the process.
From page 157...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-11.2 User chose to delete the agency's documentation.
From page 158...
... Functionality Test Cases Test scripts that test the functionality of the application. Test Case # Test Case Description User Input Expected Result Pass/ Fail ETF-12.2 User chose the Cancel button after entering in new text to the above questions.
From page 159...
... Navigation Test Cases Test scripts that test the navigation of the application. Test Case # Test Case Description User Input Expected Result 508 Pass/ Fail ETN-1.0 Common Screen Screen ID 1 –Welcome page User Chooses to Begin "Orientation Module" or "Application Module" Success.
From page 160...
... Navigation Test Cases Test scripts that test the navigation of the application. Test Case # Test Case Description User Input Expected Result 508 Pass/ Fail the Orientation Module.
From page 161...
... Navigation Test Cases Test scripts that test the navigation of the application. Test Case # Test Case Description User Input Expected Result 508 Pass/ Fail Screen ID 25.8 – I-80 Winter State Line Closures Screen ID 25.9 – AZTech Regional Archive Data Server Screen ID 25.10 – San Pablo Avenue On each of the pages, selecting the Back button will take the user to the previous page in the Application Module.

Key Terms



This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More information on Chapter Skim is available.