Commercial Operations

For many years, freeway traffic management programs have been focused on the large
metropolitan areas. In upstate New York, one of the State’s ITS deployments is a
program to manage transportation incidents in both a mid-sized urban and rural area,
utilizing a scaled-down version of a “big city” ITS implementation. The real backbone of
this program is a number of multi-jurisdictional operational relationships focused through
a Transportation Management Center.
In 1999, the New York State Police and New York State Department of Transportation
opened a co-located Transportation Management Center in Albany, NY. In conjunction
with this, two Traffic Task Forces, for the Capital and Southern Adirondack regions,
have been established with 29 additional State and local agency partners. While all the
agencies have accepted the documented detour and response plans for transportation
incidents in the area, almost all of these partnerships are informal. Member agencies
are allocating resources to the program through their personnel involvement, but the
Task Forces are not receiving any funds. It has been purposely kept “simple” to avoid
the red tape of legal agreements and funding. It is a group of operations personnel
doing what they do best to get the job done with available resources and support from
their management.

New York State Department of Transportation

Presented at the ITS America Annual Conference and Exposition, April 29-May 2, 2002, Long Beach, California

Building on the successful “port” of the Georgia NaviGAtor Advanced Transportation
Management System (ATMS), the Oregon Department of Transportation (ODOT) has
embarked on an ambitious project to upgrade their TransPort ATMS with advanced “Phase
2” applications in the Region 1 Transportation Management and Operations Center
(TMOC) in Portland. These applications are referred to as High Level Objectives and
include the integration of Automatic Vehicle Location, Alphanumeric Paging and System
Wide Adaptive Ramp Metering, and the improvement of existing ramp metering and
incident management operations. Phase 2 also includes the establishment of a viable
software development environment for future upgrades. These High Level Objectives are
being applied to the baseline ATMS to meet the operational needs of Region 1 and to
upgrade the real-time data feeds from ATMS to the award-winning statewide TripCheck
web site. Two recent additions to the High Level Objectives are to integrated bus probe
speed data from the Tri-Met transit management system and to convert CMS sign drivers
to an NTCIP specification.

Oregon DOT Region 1

National Engineering Technology Corporation

Presented at the ITS America Annual Conference and Exposition, April 29-May 2, 2002, Long Beach, California

The implementation of Advanced Traffic Management Systems (ATMS) has become a prevalent
way to help improve the efficiency and operation of America’s congested highways. A number
of ATMS installations have been constructed as an alternative to expensive highway widening
and reconstruction projects. But what happens to these systems when the highways on which
they are installed require extensive reconstruction and widening to mitigate an ever-growing
traffic problem? How will the system be maintained when its components are in the way of
construction activities? How do you limit service disruption and minimize congestion,
particularly when and where it will be needed most? The Connecticut Department of
Transportation (ConnDOT) is facing these issues in planning for what will be the State’s largest
highway construction project: the I-95 New Haven Harbor Crossing/Pearl Harbor Memorial
Bridge (a.k.a. the “Q” Bridge) Corridor Improvement Program.
The paper highlights efforts of ConnDOT and it’s consultant, Parson Brinckerhoff Quade and
Douglas Inc., in planning for the project. It also demonstrates that while the installation of
Advanced Traffic Management Systems have helped reduce traffic congestion along our nation’s
highways; the systems themselves may be an additional encumbrance to future reconstruction
activities. Careful planning and additional expense are required in order to maintain the systems
during construction, but the benefits that these systems provide in allowing traffic monitoring
within a construction zone, greatly offset the additional costs.

Parsons Brinckerhoff Quade & Douglas

Connecticut Department of Transportation

Presented at the ITS America Annual Conference and Exposition, April 29-May 2, 2002, Long Beach, California

Adverse weather conditions cause havoc on our nation's highways, resulting in accidents, delays
and expensive clean-up activities. To combat unsafe road conditions, state highway maintenance
agencies in the United States and Canada spend over state and local agencies spend over $2.0
billion annually to control and combat unsafe road conditions due to snow and ice. Reliable and
detailed information is required by maintenance officials to make their operational decisions
regarding winter maintenance activities. Decisions are made based on the best available
information that typically provides a general idea of when and where inclement weather is due. The
FORETELL program provides maintenance users in the Midwest with advanced weather and road
condition forecasts to assist in making these pro-active decisions. The activities and usage
information for the FORETELL project were compiled for the months of October, 2000 to April,
2001. This report reflects the activity of county maintenance officials of Wisconsin and state
maintenance officials from Minnesota and Iowa, and provides some insight into how weather and
road condition information is used by these users.

Castle Rock Consultants

Iowa Department of Transportation

Presented at the ITS America Annual Conference and Exposition, April 29-May 2, 2002, Long Beach, California

Th paeper presents a qualitative evaluation of the New York State proof-of-concept
project for electronic credentialing, the One Stop Credentialing and Registration Project
(OSCAR). The evaluation was conducted on behalf of the I-95 Corridor Coalition and
the Federal Highway Administration’s Joint Program Office through the ITS Program
Assessment Support Primary Contract No. DTFH61-96-C-00098, Task 9808.
An overview of the I-95 Corridor Coalition’s CVO program and the methodology used to
conduct the evaluation are presented in the Sections 1 and 2 of the paper. Sections 3 and
4 summarize the organization of the New York State motor carrier program and current
credentialing processes. A detailed description of the OSCAR project is presented in
Section 5.

Science Applications International Corporation

Presented at the ITS America Annual Conference and Exposition, April 29-May 2, 2002, Long Beach, California