Cross-cutting Issues

Corridor simulation is a complex undertaking in traffic engineering practice especially in ATMS deployment projects. In this paper the feasibility of corridor simulation is examined in terms of data availability and practicality. Using a methodology presented here, corridor simulation was performed starting by estimating an O/D matrix and two scenarios (with and without ramp metering) were evaluated. The results from the simulation of the selected corridor are presented in detail. They indicate that ramp metering is beneficial even at the corridor level and not just for the freeway. It was found however that even though synthetic methods for estimating traversal O/D matrices can be employed for facilitating corridor simulation, essential traffic flow measurements on adjacent arterials needed for adjusting these are usually not collected on a routine basis. The lack of such basic data also limits simulator calibration. This raises questions concerning the feasibility of corridor simulation for proper deployment of ATMS and points to the need for establishing data collection policies not only for this purpose but also for improved traffic management in general.

University of Minnesota

Presented at the ITS America Annual Conference and Exposition, May 19-22, 2003 Minneapolis, Minnesota

The Colorado Department of Transportation (CDOT) is preparing a three-tiered communications network strategy that is intended to be deployed throughout the state. The first tier (Tier 1) is a statewide network connecting all of the CDOT offices. The second tier (Tier 2) is a regional network connecting CDOT offices, cities, counties and other agencies. The third tier (Tier 3) is a local network that is intended to reduce fiber needs along each corridor and provide system access throughout the Tier 1 and 2 networks. The intent of this three-tiered network is to provide a statewide standard for communications for Intelligent Transportation Systems (ITS) to meet the growing demand for a statewide system. By providing this standard both new and existing ITS deployments can be designed to tie into the statewide communications network, thus providing the opportunity to share data and video throughout the state. This paper describes the concept of the Tier 3 communications network. The development of the Tier 2 network has been described in previous papers presented at ITS America in 1998 and 1999. The development of the network, including a “proof of concept” stage are occurring during late 2000 and early 2001, and will be added to the final paper.

Kimley-Horn and Associates, Inc.

Colorado Department of Transportation

Presented at the ITS America Annual Conference and Exposition, June 4-7, 2001 Miami Beach, Florida

The present study examined the opinions of transit agency officials and Florida Department of Transportation (FDOT) stakeholders regarding Intelligent Transportation Systems (ITS) in transit. Two forms of information gathering (a questionnaire and personal interviews) were implemented. Forty-four (44) stakeholders were interviewed over the course of seventeen (17) interviews.

The questionnaire and interviews gathered opinions concerning ITS-transit technology already implemented, and the potential for ITS-transit in the future. Opinions on the potential obstacles to deployment of ITS-transit, and other numerous issues relating to ITS-transit, were also gathered. This paper outlines the various issues relating to ITS-transit that were discussed, and includes the responses to the follow-up questionnaire and the interviews. The study indicates that most transit professionals contacted think ITS-transit can potentially revolutionize transit. However a lack of funding to create ITS-transit systems and initiate deployment is stated as one of the obstacles that significantly hinder its development. Nevertheless, the majority of respondents think ITS-transit – with the proper funding – can bring the “choice rider” to transit. Despite the enthusiasm for the potential of ITS-transit, the respondents often stated a reorganization of transit was needed. Only after that occurs can ITS-transit flourish. In fact, many of those contacted for this study think there are too many areas within conventional transit operations that require improvement before ITS-transit needs to be a concern. This view – that ITS-transit in most areas is merely a decorative add-on that can only be implemented with a solid, structured, and organized transit system for it to work within – permeated throughout many  conversations with the transit professionals.

Center for Urban Transportation Research

Presented at the ITS America Annual Conference and Exposition, June 4-7, 2001 Miami Beach, Florida

This study quantifies the impact of placing ramp meters along an interstate in Atlanta, Georgia. The segment analyzed includes 11.5 miles of I-75 located 11 miles north of down town Atlanta. Atlanta already has 5 ramp meters and this paper studies the feasibility of placing 5 new ramp meters. Thus, using past & present data the projected ramp meter additions along the corridor were simulated. The complete 11.5 miles of corridor was analyzed as an integrated and interdependent system to determine the impact of different ramp meter configurations. These configurations vary in ramp meter location and timing. The study documented a 2 to 5 minute reduction in travel time (depending on the ramp meter configuration). This reduction in travel time generates a cost saving range between $116,000 and $907,000 per year. The cost saving was calculated only due to the reduction in travel time (this study did not take into consideration fuel consumption or effects on air quality). The cost saving was then related to the capital investment on ramp meter. A single capital investment of $40,000 per ramp meter was considered. This $40,000 does not include any ramp’s geometric changes. An amortized value over the $40,000 and annual operating cost of $6,050 were used to obtain the benefit/cost ratio for one year. The benefit/cost ratio resulted between 2.3 and 20.8. This wide spectrum of benefit/cost ratio is correlated with the wide range of ramp meter configuration possible in 11.5 miles of Highway.

Georgia Department of Transportation

Presented at the 11th ITS Annual Conference and Exposition, June 4-7, 2001 Miami Beach, Florida

This paper reports a successful demonstration of the use of microwave Doppler radar for all-weather regional surveillance of commuter traffic. Extensive traffic measurements were made from the Empire State Building in New York City using a small marine radar modified to perform high resolution Doppler measurements. The radar was able to measure traffic flows, with extremely precise speed determination, out to distances of over 10 km. The radar concept, when fully developed, is expected to add significant and cost-effective enhancements to advanced traffic management systems by providing surveillance of commuter arteries in metropolitan regions from a single elevated site or, at most, a few elevated sites

Weissman Science & Engineering Co.

XonTech, Inc.

Dunn Engineering Associates

Presented at the 10th ITS Annual Conference and Exposition, May 1-4, 2000 Boston, MA