CDOT Region 4 Intelligent Transportation Systems Strategic Implementation Plan

CDOT Region 4 Intelligent Transportation Systems Strategic Implementation Plan June 2011 Colorado Department of Transportation

Acknowledgements Our thanks to the following persons who have contributed to the successful completion of this ITS Strategic Plan: Roger Isaacson Broomfield Police Aaron Moss Colorado Department of Transportation-DTD William Johnson Colorado Department of Transportation-DTD Phyllis Snider Colorado Department of Transportation-DTD Dan Wells Colorado Department of Transportation-Permits Joe Olsen City of Fort Collins Eric Bracke City of Greeley Bill Hange City of Loveland Captain Paul Matzke Colorado State Patrol - 3A Major Kris Meredith Colorado State Patrol - 3A Captain Gaylon Griffin Colorado State Patrol - 3B Captain Rob Marone Colorado State Patrol - 3C Pat Castle Colorado State University Rick Santos Federal Highway Administration Marlys Sittner Transfort Joel Tower Fort Collins Police Brad Patterson GET Martina Wilkinson Larimer County John Manago Larimer County Sheriff's Office Marcy Abreo COLT Aaron Fodge North Front Range Metropolitan Planning Organization Hope Wright Department of Revenue - POE Jeff Anderson Department of Revenue - POE Rick Archer Department of Revenue - POE John Hannon Rocky Mountain National Park Larry Gamble Rocky Mountain National Park Trish Dickerson Town of Timnath TJ Dlubac Town of Timnath Abra Geissler Town of Timnath Scott Zurn Town of Estes Park Curtis Hall Weld County Ryan Rose University of Northern Colorado Mel Everhart Weld County Trent Bushner Yuma County Ken DiPinto Colorado Department of Transportation-ITS Branch Bruce Coltharp Colorado Department of Transportation-ITS Branch John Nelson Colorado Department of Transportation-ITS Branch Joe Tucker Colorado Department of Transportation-ITS Branch John Williams Colorado Department of Transportation-ITS Branch Larry Haas Colorado Department of Transportation-Region 4 Ina Zisman Colorado Department of Transportation-Region 4 Karen Schneiders Colorado Department of Transportation-Region 4 Myron Hora Colorado Department of Transportation-Region 4 Phillip Anderle Colorado Department of Transportation-Region 4 Pawan Kharbanda Enroute Rich Follmer FHU Navin Nageli Navjoy Venkata Punati Navjoy

ACRONYMS AND ABBREVIATIONS ARRA American Recovery and Reinvestment Act CCTM...City and County of Traffic Management CCTV...Closed Circuit Television CDOT.Colorado Department of Transportation CIP....Capital Improvement Program CMAQ....Congestion Mitigation Air Quality CTMC......Colorado Transportation Management Center CVO...Commercial Vehicle Operations DMS.....Dynamic Message Sign DMV..Division of Motor Vehicles DRCOG...Denver Regional Council of Governments FHWA...Federal Highway Administration FLEX.Fort Collins Loveland Express FO Fiber Optic FTA..Federal Transit Administration HAR..Highway Advisory Radio HES...Hazard Elimination Safety Program HOT.High Occupancy Toll HOV..High Occupancy Vehicle IMP.Incident Management Plan ISP.Information Services Provider ITS..Intelligent Transportation Systems MPO.....Metropolitan Planning Organization NFR MPO.....North Front Range Metropolitan Planning Organization

PNR...Park-N-Ride RM Ramp Metering RTMS.Remote Traffic Microwave Sensor RWIS.Road and Weather Information Systems SEA...Systems Engineering Analysis SH...State Highway SRTS...Colorado Safe Routes to School Program STP....Statewide Transportation Plan TDM Travel Demand Management TMC...... Traffic Management Center TOC....Traffic Operation Center TOD..Time-of-Day TPR....Transportation Planning Region TSSIP.Traffic Signal System Improvement Program TTI....Travel Time Indicators TT DMS.Travel Time Dynamic Message Sign VII Vehicle Infrastructure Integration

Table of Contents I. INTRODUCTION... 4 A. Background... 4 B. Purpose and Description of Study Area... 4 C. ITS Stragtegic Implementaton Plan Process... 5 D. Conformance with the National ITS Architecture... 5 E. Turbo Architecture... 6 F. FHWA System Engineering Process... 6 G. Benefits of CDOT ITS Deployments... 6 II. PROCESS FOR DEVELOPING THE ITS IMPLEMENTATION PLAN... 10 A. Overview... 10 B. Working Group... 11 C. Stakeholder Consultation... 12 D. Planning Document Review... 13 E. ITS Inventory... 13 F. Identification of Transportation Problems... 13 G. Available ITS Solutions... 13 H. Project Development... 13 I. Interfaces with DRCOG ITS Strategic Plan... 14 III. EXISTING ITS INVENTORY... 15 A. Review of Relevant Documents... 15 B. Existing ITS Traffic Inventory... 15 C. Existing Transit ITS Inventory... 15 D. Existing Inventory for Other Stakeholders... 15 IV. TRANSPORTATION PROBLEMS IN STUDY AREA... 16 A. Identification of Transportation Problems... 16 B. Transportation Service Areas... 20 C. Regional Ranking of Transportation Problems... 22 D. Linking Problems to the Network... 24 V. ITS SOLUTIONS TO TRANSPORATION PROBLEMS... 25 A. Available ITS Solutions to Transportation Problems... 25 B. Market Packages Analysis for the Region... 30 C. Linking Transportation Problems to Market Packages... 43 D. Linking TSAs to Market Packages... 43 VI. ITS DEPLOYMENT STRATEGIES WITHIN THE REGION... 44 A. Recommended ITS Strategies for the Region... 44 B. Limitations for ITS Deployment... 47 C. Recommended ITS Deployment Timeframe... 48 VII. ITS DEPLOYMENT COSTS... 49 A. ITS Deployment for Corridors... 49 B. ITS Deployment for Transit... 50 C. ITS Deployment for Regional... 51 I

D. Financial Summary... 51 E. Project Sequencing... 52 VIII. CONCLUSION... 53 A. Regional ITS Project Funding Sources... 53 B. Region 4 ITS Project Funding Deficiencies... 53 C. Champion for ITS within the Region... 54 D. Next Steps... 55 List of Tables Table 1: Regional Problems Aligned to Applicable Transportation Service Areas... 21 Table 2: Regional Ranking of Transportation Problems... 23 Table 3: Available ITS Solutions to Transportation Problems... 26 Table 4: Applicable Market Packages within the Region... 31 Table 5: Needed ITS Investment Summary for Region 4 Corridor Projects... 50 Table 6: Needed ITS Investment Summary for Region 4 Transit Projects... 50 Table 7: Needed ITS Investment Summary for Region 4 Regional Projects... 51 Table 8: Summary of Needed ITS Investment for Region 4... 51 Table 9: Funding Sources... 53 List of Figures Figure 1: CDOT Region 4 and Planning Regions... 4 Figure 2: CDOT Region 6 Ramp Metering Benefits (I-25 and C-470)... 7 Figure 3: ITS Strategic Plan Development Process... 10 Figure 4: CDOT ITS Inventory within the Region... List of Appendices Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G: Consolidated Existing Traffic Inventory (CDOT and Urban Stakeholders) Existing CDOT ITS Equipment by Corridor Consolidated Existing Inventory (Transit Stakeholders) Existing Inventory Other Stakeholders (Pull-out-Areas and Load Deficient Structures) Transportation Problems By Stakeholder Group (CDOT Stakeholders) Corridors & Priority of Transportation Problems Transportation Problems Linking Market Packages II

Appendix H: Appendix I: Appendix J: Appendix K: Appendix L: Appendix M: Appendix N: Appendix O: Appendix P: Linking Transportation Service Areas to Market Packages Pull-Out Area Priorities Region 4 ITS Deployment by Corridor Individual Corridor Priorities & ITS Deployment Discussion ITS Device Cost (2011 Dollars) ITS Deployments Cost by Time Frame and Device Corridor Deployment Sheets (Not included at time) Region 4 ITS Transit Deployments Region 4 ITS Regional Deployments III

I. INTRODUCTION A. Background Intelligent Transportation Systems are defined as the application of technology to address transportation problems and to assist in the management of the transportation network. Common ITS devices include Dynamic Message Signs (DMS) used to provide traveler information, Closed Circuit Television (CCTV) cameras used to monitor traffic conditions, electronic sensors used to monitor pavement and Road and Weather Information Service (RWIS) stations to monitor weather conditions, and traffic signal systems that are programmed to adapt their timing in response to traffic congestion. Within Colorado Department of Transportation (CDOT) Region 4 boundaries, CDOT and several agencies have invested significant resources in the deployment of Intelligent Transportation System (ITS) infrastructure. CDOT and local agencies intend to continue this ITS investment in the future given the mobility and safety benefits derived from actively managing the transportation system. Although ITS had its beginnings in urban areas, the falling cost and increased availability of proven transportation technologies has enabled ITS to be successfully deployed in rural areas and small cities that have recognized the operational, safety, and mobility benefits that ITS can provide. B. Purpose and Description of Study Area In early 2004, an ITS Strategic Plan and Architecture was completed that covered the geographical area of the North Front Range Metropolitan Planning Organization (NFR MPO) and Estes Park area. Due to the special requirements of ITS projects, which follow a process more typical of a technology project than a roadway project, the Colorado Department of Transportation (CDOT), in cooperation with the cities, towns and the NFR MPO in the Region have developed a Strategic Plan for the deployment of ITS in CDOT Region 4 over the next ten years. CDOT Region 4 covers the northeastern corner of Colorado comprising 9 counties including NFR MPO, Denver Regional Council of Governments (DRCOG), North Front Range and Upper Front Range Transportation Planning Regions (TPRs). Figure 1 shows the project area and the planning regions. Figure 1: CDOT Region 4 and Planning Regions 4

The purpose of this project is to update and expand the previously developed ITS Strategic Plan and ITS Architecture to include all of the geographical area in Region 4. Specific tasks will include an assessment of how ITS can address critical transportation problems, an inventory of existing and planned ITS applications, generation of a ITS Strategic Implementation Plan and development of an ITS Regional Architecture. The CDOT Region 4 ITS Strategic Implementation Plan (CDOT R4 ITS Plan) will provide a comprehensive document that details a vision and framework for the application of ITS to meet recognized transportation problems within the Region. The CDOT Region 4 ITS Plan shows how ITS applications will be implemented in a systematic and coordinated manner using a corridor approach. The CDOT R4 ITS Plan will also identify the funding needs, recommended deployment time frames and potential funding sources. The plan can be used by Staff in communicating ITS needswithin the Region. C. ITS Stragtegic Implementaton Plan Process Development of the ITS Strategic Implementation Plan in many ways followed a traditional planning process, including forming an ITS Working Group to guide its development, conducting a needs assessment, reviewing existing and planned ITS projects, and developing a prioritized ITS project list. However, on the technology side, the process also included a systems engineering analysis that identified opportunities and related requirements for systems integration, interagency cooperation, and communications infrastructure needs. These elements were factored into the development of the projects identified in the ITS Strategic Implementation Plan. From this point, the ITS Strategic Implementation Plan will provide input in the form of recommended ITS projects to the area s existing formal planning process. D. Conformance with the National ITS Architecture In 1997, the Federal Highway Administration (FHWA) began preparing a National ITS Architecture and Standards in an effort to guide standardized development and deployment of ITS across America. The architecture established a framework to facilitate the regional deployment of ITS projects, while the standards help ensure the compatibility and maintainability of the deployed technologies. The Transportation Equity Act for the 21 st Century (TEA-21) requires all Intelligent Transportation Systems (ITS) projects funded from the Highway Users Trust Fund (federal funds), be in conformance with the National ITS Architecture and appropriate standards. The Federal Highway Administration's (FHWA) Final Rule and the Federal Transit Administration's (FTA) Policy on National ITS Architecture became effective April 8, 2001 and is contained in Chapter 23 Part 940 of the Code of Federal Regulations (CFR). The purpose of the National ITS Architecture is to foster institutional agreement and technical integration for the implementation of ITS projects or groups of projects into regional ITS systems. The National ITS Architecture defines the ITS system components, key functions, organizations involved in developing an architecture, and the type of information to be shared between organizations and between parts of the system. Key elements of 23 CFR 940 that are of particular relevance to this project include: 940.5 that requires the National ITS Architecture be used to develop a local implementation, or a regional ITS architecture ; 940.5.10 that requires that procedures and responsibilities for the maintenance of the regional ITS architecture be established; and, 5

940.5.11 that requires that all ITS projects be developed using a systems engineering analysis (an iterative process of design, testing, and evaluation). E. Turbo Architecture An Architecture database will be created using Turbo Architecture version 5.0 for CDOT Region 4 ITS Architecture. Turbo Architecture is a software tool that allows users to catalogue and organize regional and/or project architectures in a database format. The software also provides users with enhanced functionality in working with architecture stakeholders, elements, market packages, operational concepts, functional requirements, interfaces, standards and agreements. The software defines the architecture, relationships, interconnects between stakeholders and elements and gives the user the ability to access physical and logical diagrams at multiple levels. Use of the software will facilitate consistency, version control, maintenance and subsequent updating of the Regional Architecture. It will also be useful in obtaining and providing project Architecture related information as is required by, and in order to comply with, FHWA Systems Engineering Analysis. F. FHWA System Engineering Process In order to meet the requirements of 23 CFR Part 940 to receive federal funding, an ITS project must demonstrate that a systems engineering analysis was performed during the design of the project. The systems engineering analysis process includes the following seven elements that must be addressed to ensure a project conforms to the federal ITS requirements: 1. Description of how project fits into the Regional ITS Architecture 2. Roles and responsibilities of participating agencies 3. Requirements definition 4. Analysis of alternative system configurations and technology options 5. Procurement options 6. Applicable ITS standards and testing procedures 7. Procedures and resources necessary for operations and management of the system CDOT has developed Systems Engineering Analysis (SEA) Guidelines that describe the method of demonstrating compliance with the federal ITS requirements. The requirement for SEA only applies to those ITS projects that have federal funding; however CDOT and DRCOG believe that there is value in requiring all ITS projects to use the SEA in order to ensure architectural consistency and integrity. Again, the Turbo Architecture databases will be very useful in obtaining and providing much of the project Architecture related information required in order to comply with the systems engineering analysis. FHWA or FTA may independently request additional documentation on the systems engineering analysis before federal funds are released for construction. G. Benefits of CDOT ITS Deployments The benefits of any single ITS device are often difficult to quantify individually, however the benefits become more quantifiable within the context of the application, i.e. (traveler information, Traffic Responsive Signal Control, traffic and incident management), as the many elements of the system are integrated. This integration empowers operators to positively impact current travel conditions, react quickly to incidents and congestion along corridors, assist in modifying travel plans based on current 6

roadway conditions, and disseminate real-time traveler information. In general CDOT s goal in deploying ITS technologies is to improve the productivity of the transportation system and to provide services that enhance and improve the mobility and safety of Colorado s traveling public. The following are some examples that demonstrate the benefits of ITS locally and/or nationally. Traffic Signal Timing and Traffic Responsive Operations - Through ITS system detection and fiber optic communication infrastructure traffic engineers are able to coordinate and maintain progression along adjacent signals of a corridor. This ITS infrastructure also allows for the collection of traffic data (speed, volume, and occupancy) empowering Traffic Responsive signal operations that adjust signal timing to existing conditions. Overall, the increased reliability in signal timing operations, due to ITS, allow for the most efficient utilization of the existing roadway. The benefits of signal timing are well documented and these include vehicle hours of travel, fuel consumption, time and fuel cost savings and reduction in total pollutant emissions. Ramp Metering Within CDOT Region 6, the benefits of ramp meters were documented by conducting before and after studies. For example, in December 2003, CDOT Region 6 implemented ramp metering on I-25 southbound between 104 th Avenue and 84 th Avenue and C-470 westbound between Bowles and Quincy Avenue. Initially the ramp meters were in operation during the morning peak period (6-8:30 a.m.). Prior to the implementation of these ramp meters, CDOT ITS Branch and CDOT Region 6 conducted before conditions studies on the two corridors. After conditions studies were conducted during late January 2004. Figure 2 shows the benefits noted in the comparison of before and after conditions studies. Figure 2: CDOT Region 6 Ramp Metering Benefits (I-25 and C-470) A study conducted in Minneapolis Minnesota further reinforces the benefits of ramp meters. This study was conducted after public questioning of the use of ramp metering and a legislative mandate requiring MNDOT to study the effectiveness of ramp meters. MNDOT conducted the study by comparing before and after conditions for with and without ramp meters scenarios. The following findings resulted from the study: Traffic Volumes and Throughput: After the meters were turned off, there was an average nine percent traffic volume reduction on freeways and no significant traffic volume change on parallel arterials included in the study. Also, during peak traffic conditions, freeway mainline throughput declined by an average of 14 percent in the without meters conditions. Travel Time Reliability: Without ramp metering, freeway travel time is almost twice as unpredictable as with ramp metering. The ramp metering system produced an annual reduction of 2.6 million hours of unexpected delay. 7

Benefit/Cost Analysis: Ramp metering results in annual savings of approximately $40 million to the Twin Cities traveling public. The benefits of ramp metering outweigh the costs by a significant margin and result in a net benefit of $32 to $37 million per year. Courtesy Patrol In a study conducted for 2003 Mile High Courtesy Patrol (MHCP) operations, it was determined that MHCP assisted in over 6,000 incidents, based on CTMC Dispatch data. This amounted to a yearly estimated benefit of: Over 500,000 hours of vehicle delay averted Over $9 Million dollar savings from reduced delay Dynamic Message Signs In general, it is difficult to measure the stand-alone benefits of Dynamic Message Signs. However, the benefits regarding the use of DMS are very high when used in conjunction with other systems. These benefits include dissemination of real-time travel time and highway conditions information (incidents, events and other related corridor information), to which allow drivers to make informed decisions regarding selection of alternative routes as well as reducing driver related stress and the occurrence of secondary crashes. Real-Time Travel Time Applications CDOT currently utilizes Travel Time Applications along I- 70 and I-25 corridors within CDOT Regions 1, 2 and 6. Through the use of real-time travel time applications, the dissemination of real time corridor performance (travel times, delay, congestion) empowers motorists with information that allows them to modify their travel routes and times. Travel time applications are envisioned for freeway corridors throughout Front Range. It is anticipated that for a typical freeway corridor (carrying approximately 100,000 vehicles/year) realizing a 3 minute weekly reduction in travel times, the resulting savings would be: Approximately 120,000 gallons/year in fuel consumption reduction Approximately 300,000 lbs/year in CO reductions Traffic Management and Traffic Operation Centers (TMCs & TOCs) Through the use of Intelligent Transportation System (ITS) devices, TMCs and TOCs gather real time roadway condition information for decision making to improve overall traffic flow and aid in reducing congestion. By acting as a focal point for traffic information, the TMC and TOC permit engineers to more effectively use existing traffic management tools and provide a platform for the implementation of future technological advances in traffic management. The ability of local and regional TMCs and TOCs to communicate between each other is also key to regional cooperation, sharing of information and management of cross-jurisdictional congestion and incident management. The TMC and TOC are a tool for reducing congestion and managing incidents that directly benefits motorists. Incident and Event Management Plans Incident and event management plans yield significant benefits through reduced vehicle delays and enhanced safety to motorists through the reduction of incident frequency, improved coordination, response and clearance times in response to incidents and large events. CDOT currently has coordinated Incident Management Operations ongoing at the Colorado Traffic Management Center (CTMC), Eisenhower-Johnson Memorial Tunnel (EJMT), Hanging Lakes Tunnel (HLT), and Colorado Springs Traffic Management Center (CSTMC) facilities. CDOT Region 4 Incident Management activities are coordinated as part of the CTMC operations. In Colorado, there are 18 Incident Management Plans including I-25 North and US-36 within CDOT Region 4. A study was conducted in Maryland in 2002 of the CHART Incident Management system. At the time of the study, CHART consisted of the following operational components: traffic monitoring, incident response, traffic management, and traveler information (i.e., live traffic 8

cameras, real-time traffic maps, weather, and local traveler information). The results below highlight the findings of the study of incident response savings realized by CHART Highway Incident Management operations: Reduced delay by about 30 million vehicle hours and saved about 5 million gallons of fuel Contributed to a 28.6% reduction in the average incident duration Resulted in 377 fewer secondary incidents, as a result of primary incidents, in 2002 The State of Georgia also conducted an evaluation of their NaviGAtor integrated ITS system. At the time of their study (1997-98) the ITS elements of NAVIGATOR included freeway management, incident management, multimodal traveler information, transit management, electronic toll collection, electronic fare payment, and traffic signal control, which constituted seven of the nine elements of the Intelligent Transportation Infrastructure. Six sections of I-75 and I-85 where ITS technologies were fully implemented (including operators, incident detection system, courtesy patrol, and cameras) were analyzed for incident duration only. Using before and after data and very conservative assumptions, each section was evaluated to determine the reduction in the average incident duration since NAVIGATOR was deployed. The study documented the following findings. A 23-minute reduction in incident duration during 1997 An estimated yearly cost savings of $44.6 million due to the above reduced delay time. It is expected that as CDOT continues the expansion and integration of ITS devices, incorporating new technologies and completing ITS Infrastructure coverage, the ITS Incident Management system will continue to yield similar if not greater results to the above documented studies. For further information of ITS related benefits please visit the following FHWA website; http://www.benefitcost.its.dot.gov 9

II. PROCESS FOR DEVELOPING THE ITS IMPLEMENTATION PLAN This section describes the approach taken by the project team to develop the CDOT ITS Strategic Implementation Plan. A. Overview Development of the ITS Strategic Plan followed the process illustrated in Figure 3. This process included extensive interaction with the regional stakeholders. Subsequent subsections describe each step of the process. Figure 3: ITS Strategic Implementation Plan Development Process 10

B. Working Group An ITS working group was established as the body that provided feedback and oversaw development of the ITS Strategic Plan. Members of the working group were technical staff from numerous agencies that expressed interest in ITS implementation. The following member agencies were invited to participate: MPO/TPR North Front Range Metropolitan Planning Upper Front Range Transportation Planning Region State CDOT Region 4 CDOT Division of Transportation Development Eastern Front Range Transportation Planning Region Denver Regional Council of Governments CDOT ITS Branch CDOT Permits CDOR POE Counties Boulder County Larimer County Logan County Morgan County Phillips County Sedgwick County Washington County Weld County Yuma County Cities Akron Ault Berthoud Boulder Brush Dacono Eaton Eckley Erie Estes Park Evans Firestone Johnstown Julesburg Keensburg Kersey Lafayette La Salle Lochbuie Log Lane Village Longmont Louisville Loveland Lyons Mead Fleming Fort Collins Fort Lupton Fort Morgan Fredrick Garden City Gilcrest Greeley Grover Haxtun Hillrose Holyoke Hudson New Raymer Otis Ovid Paoli Pierce Platteville Sedgwick Sterling Superior Timnath Ward Wiggins 11

Merino Milliken Nederland Wellington Windsor Wray Transit Transfort The City of Loveland Transit Greeley Evans Transit Regional Transit District Law Enforcement/Emergency Management Colorado State Patrol Local Law Enforcement Agencies Poudre Valley Fire District Other Members Rocky Mountain National Park Division Of Local Affairs Colorado State University University Of Northern Colorado Northern Colorado Economic Development Corporation CDOT Division of Aeronautics Colorado Motor Carriers Association Federal Highway Administration United States Department of Agriculture Forest Services Northeast Colorado Association of Local Governments The working group was convened at critical project milestones to review information and provide direction. Meeting minutes and other documents resulting from these meetings were distributed to the group, and posted on the project website at COTrip.org. C. Stakeholder Consultation Seven stakeholder groups were established to provide assistance with their respective technical areas to identify transportation problems that could be addressed by ITS applications. Additionally, each stakeholder group provided an inventory of existing and immediately pending ITS implementations within their jurisdiction. Each member participated with the understanding that ITS planning integrates regional, local, modal and organizational requirements. The following shows the stakeholder groups and agencies that participated in each of the groups: CDOT CDOT Region 4 (Traffic, Maintenance, Planning), CDOT ITS Branch and CDOT DTD Transit Transfort, Greeley Evans Transit (GET) and City of Loveland Transit (COLT) Urban Loveland, Fort Collins, Greeley and NFR MPO Rural Local cities and counties in rural areas Law Enforcement Colorado State Patrol, Police from Fort Collins, Broomfield, Loveland, Greeley and Larimer County Sherriff Commercial Vehicles Department of Revenue - Port-of-Entries (POE) and CDOT Permits Technology University of Northern Colorado, Colorado State University, Towns of Estes Park and Timnath and CDOT ITS Branch In addition to the above stakeholder groups, the project team met separately with Rocky Mountain National Park (RMNP) and the Town of Estes Park to discuss transportation issues in the area. 12

D. Planning Document Review A review of existing planning documents in the Region was conducted in order to provide insight into the types of transportation problems and priorities already identified by the regional planning organizations, as well as to understand how the Region ITS Strategic Implementation Plan could complement these existing efforts. Following the document review, a summary of the key points of each document as it applies to ITS Strategic Implementation Plan was identified. Section 3 discusses the role of the ITS Strategic Implementation Plan in coordinating and integrating with other regional planning initiatives. E. ITS Inventory The ITS inventory was collected from stakeholders, including CDOT ITS, the City of Loveland, the City provided Fort Collins, the City of Greeley and local transit agencies. The inventory information provided the foundation of current conditions. The inventory includes existing ITS devices, key facilities and level and type of existing coordination between agencies. Section 3 discusses the current conditions. F. Identification of Transportation Problems Based on review of the planning documents, the ITS inventory review and the stakeholder meetings; the transportation problems were identified. These critical transportation problems are presented in Section 4. The priority of problems on the network is also identified in Section 4. G. Available ITS Solutions Discussion of potential solutions regarding these problems with the stakeholder groups centered on easy to understand applications and implementable ITS deployment applications. The information collected from stakeholder discussions was then translated into the Market Package terminology. Market Packages provide an accessible, deployment-oriented perspective to the National ITS Architecture. They are tailored to fit separately or in combination real world transportation problems and needs. Table 4 contains a complete list of the Market Packages selected for the study area, including notes on their specific existing and future applicability to the region. H. Project Development The above steps resulted in the identification of ITS Deployments for corridors, transit and regional projects. Each ITS deployment on the list was then assigned a priority and a time frame for deployment (short, medium, or long-term). The deployments were presented to the Working Group, who provided feedback on proposed field device locations and the general description of each project and overall priority for deployment within the Region. The intent of this exercise was to provide perspective to the intensity of the need for, and feasibility of, each project. An overall vision for deployment was also developed in order to guide the prioritization process and systematic implementation of ITS in the Region. 13

I. Interfaces with DRCOG ITS Strategic Plan The DRCOG ITS Strategic Plan overlays certain geographical areas of CDOT Region 4. The DRCOG ITS Strategic Plan was updated in December 2007. ITS deployments on the DRCOG geographical network that are common with Region 4 will remain unchanged to ensure consistency across the plans. The stakeholders from the following cities and counties are common to the DRCOG Region and CDOT Region 4: Boulder County Boulder Dacono Erie Firestone Fredrick Lafayette Longmont Louisville Lyons Mead Nederland Superior 14

III. EXISTING ITS INVENTORY A. Review of Relevant Documents This section will be inserted at a later time and stakeholders will have the opportunity to review. B. Existing ITS Traffic Inventory The bulk of the equipment within the study areas was deployed by, and is operated and maintained by the CDOT Colorado Traffic Management Center (CTMC) through the CDOT ITS Branch. CDOT CTMC monitors and operates 27 DMS, 14 CCTV and 19 Road Weather Information System (RWIS) within the study area. CDOT CTMC will continue as the main operator for similar ITS deployments along the freeway and state highways. CTMC uses the Colorado Traffic Management System/Colorado Traveler Information System (ATMS/ATIS) system to allow increased bi-directional information sharing for traffic, incidents, weather and camera images, as well as providing bi-directional control of local devices. CDOT DTD has 20 ATR s within the Region. In addition, CDOT Region 4 operates and maintains a signal system. The Region has significant deployment of the MDSS. Loveland, Greeley and Fort Collins all operate and maintain separate signal systems. Fort Collins has incorporated this function into a traffic operations center that serves as the control point for all ITS elements in the City including CCTV cameras and weather stations. All three cities have some portion of their signal system on fiber optic communications. Fort Collins monitors and operates 42 CCTV and 7 Road Weather Information System (RWIS), as well as 39 ATRs of both video and in-pavement sensors. Greeley monitors and operates 2 CCTV and 2 Road Weather Information System (RWIS) within their city limit plans are underway to add signals under fiber control and install additional weather stations and CCTV cameras. Loveland monitors and operates 7 CCTV, 4 RWIS and 20 ATR stations. Appendix A provided a consolidated existing traffic inventory for CDOT Region 4 and the Urban Stakeholders. Appendix B shows CDOT Region 4 existing ITS Deployment by corridor. Figure 4 shows the CDOT ITS Inventory within the Region (figure not included at this time). C. Existing Transit ITS Inventory There are three transit agencies within Region 4; Transfort, COLT, and GET. Transfort has an annual ridership of 2 million riders, with 34 buses on 19 routes. All buses have AVL, and paratransit service is contracted out. COLT has an annual ridership of 155,000 with 11 buses on 3 routes, and manages their own paratransit system. GET has an annual ridership of 590,000 over 15 buses on 7 routes, and also manage their own paratransit system. Each agency has a central facility and uses maintenance scheduling software. Appendix C shows the Existing inventory for Transit Stakeholders. D. Existing Inventory for Other Stakeholders Appendix D shows existing pull-out areas and load deficient structures within the Region. 15

IV. TRANSPORTATION PROBLEMS IN STUDY AREA Through working with the stakeholder groups, a comprehensive list of critical regional transportation problems were identified. Discussions focused on where the problems exist, the consequences associated with the problems and a regional ranking of each of the problems. Appendix E shows the transportation problems that were identified by each stakeholder group except for the technology group. Whose primary role was to provide advice on the state of technology and challenges ahead. The purpose of identifying these problems is to assist in the determination of applicable ITS solutions to be considered for inclusion in the ITS Strategic Plan. A. Identification of Transportation Problems Within the DRCOG Region, the concept of Transportation Service Areas (TSA) was introduced to provide a better understanding of ITS from a regional perspective and also assist in the development of the Regional ITS Architecture. In order to promote consistency and coordination across regions, the TSA concept has also been adopted for the CDOT Region 4 ITS Strategic Plan. Although transportation problems were primarily grouped in to one TSA, some problems may overlap into others TSAs: Regional Traveler Information Regional Operations and Management Regional Traffic Incident Management Regional Transit Operations and Management Maintenance and Construction Regional Parking Management Regional Data Management Regional Emergency Management Commercial Vehicle Operations Regional Traveler Information Regional traveler information involves a wide range of data including: traffic conditions, travel times, incidents, construction, weather, transit operations, and alternative travel options. This data is then repackaged and disseminated to the public. For example, CDOT s traveler information system consists of the 511 phone system and the CoTrip.org website. Other services to distribute this information (i.e. personalized e-mail or text messaging, mobile access, third party traveler information) are able to grow from this consolidated traveler information. The collection and dissemination of traveler information can assist travelers in making and modifying their travel decisions. This includes information regarding traffic conditions, incidents, construction, maintenance activities and weather. The following specific traveler information related transportation problems were identified: Not enough real-time information (traffic conditions, incidents & construction) provided to the travelers This problem exists on interstates, state highways and regionally significant corridors. The inability to provide real-time information can lead to increased delays, traveler anxiety and negative impacts to regional travel particularly to the out-of-state/area drivers. This also impacts traffic operators and emergency management providers in their ability to quickly respond to incidents. Not enough real-time weather and pavement data This problem exists on interstates, state highways and regionally significant corridors. Travelers are not being provided enough granular 16

information regarding road and weather conditions. This also impacts maintenance personnel and emergency management providers and their ability to efficiently and effectively deploy resources to respond to bad weather conditions. Not much awareness of where existing real-time information is available- This is a regional problem. Travelers are generally unaware of information available is and are unable to take advantage of traveler information displayed on the CDOT web site. Also, traveler information is not being shared across institutional boundaries. No on-line trip planning services This is a regional problem. Travelers are not being provided with one consolidated source for alternative modal options across the region such as; transit, carpool, vanpool, Park-N-Ride and bicycle. Transit ridership is being impacted as information is difficult to obtain and there is not a great demand for transit for inter-city travel. There also tends to increase costs for para transit services as normal bus operations do not meet the user needs. Not enough video surveillance to monitor traffic conditions, incidents and construction activities. This problem exists at freeway interchanges and highways that intersect with others, state highways and regionally significant corridors. Traffic operators are not able to monitor and verify traffic conditions. The inability to know current conditions also impacts safety. Additionally, there is decreased usage at Park-N-Rides due to lack of video surveillance and increased safety concerns. Regional Operations and Management Regional transportation management provides transportation monitoring and control functions coordinated across regional jurisdictions. For example, CDOT, Fort Collins, Greeley and Loveland operate signal systems to monitor and control signals. System monitoring and control functions provide operators the ability to respond to changing operational conditions, as needed. The following specific operations and management related problems were identified: Freeway/Arterial congestion This problem exists on specific segments along interstates, state highways and regionally significant corridors where the traffic volume exceeds the roadway capacity. It increases delay, driver frustration and overall degradation of operations. Synchronization of signals and strategies beyond TOD plans This problem exists on specific segments along state highways and regionally significant corridors where traffic signals are closely spaced (usually less than 1/4 mile from each other). Lack of proper synchronization causes unnecessary delay, increased emissions and increased safety concerns. Event traffic management This problem exists in urban areas. Events tend to attract more traffic and can increase delays and safety concerns. Lack of communications infrastructure This is a regional problem. The lack of backbone fiber infrastructure seriously affects the ability to deploy ITS devices, systems and networks. This affects the ability to easily share information between agencies for ITS applications and business functions. Tracking and data collection from maintenance vehicles This is a regional problem. Maintenance vehicles are not being used as effectively as possible to supplement traveler information and road/weather conditions. Not enough reliable communication for signals This problem exists on specific segments along state highways and regionally significant corridors where there is no reliable 17

communications for traffic signals. This makes it difficult to troubleshoot signal problems remotely, increases maintenance cost and prevents the ability to synchronize signals. Security of key infrastructure This problem exists on specific segments along interstates, state highways and regionally significant corridors. Security results in deterring vandalism at Park-N- Rides, on bridges and on ITS infrastructure, such as DMS. Regional Traffic Incident Management Severe and inclement weather, speeding, incidents and work zone management around construction and maintenance activities impact safety. The service area applies to two general groups: transportation operations and public safety. Using ITS devices, transportation operations would employ incident detection and verification and would disseminate traveler information regarding the incident. Public safety has primary responsibility for incident site management and incident clearance and would coordinate with transportation operations to support their activities and to promote safer operations. The following specific incident related transportation problems were identified: Weather (high winds, flooding and icing) This problem exists on specific segments along interstates, state highways and regionally significant corridors. It impacts safety of traveling public, and it also disrupts traffic conditions. Improve highway-rail crossings This problem exists at specific railroad crossings on state highways and regionally significant corridors. Some crossings lack protection gates, while other crossings on roadway directly parallel and due to their close proximity to the state highway, result in insufficient queue space. There is a disruption of traffic and increased localized safety and congestion concerns. Also, queue dissipation takes longer at these locations. Incidents This problem exists on interstates, state highways and regionally significant corridors. It leads to disruption of traffic and secondary incidents. Also, there is a need to clear incidents to a safe zone location. Currently, this result in CSP resources inordinately tied up assisting vehicles clear the roadway. Road closures This problem exists on specific segments along interstates, state highways and regionally significant corridors where the roadway needs to be closed due to bad weather conditions and/or incidents. It impacts safety and disrupts traffic. Speeding The problem exists primarily along interstates during bad weather conditions. It impacts safety. Regional Transit Operations and Management Transit management provides monitoring and control functions for transit. The transit services needs to be integrated with other alternative modes to increase its competitiveness. Transit operations are intended to improve operational efficiency. For example, CAD/AVL system allows for monitoring of the transit for schedule adherence, etc. The following specific transit related transportation problems were identified: Not enough coordination and integration between alternative travel modes This is a regional problem. Currently, there is no connectivity between and among the travel modes, e.g., transit, van pools and bicycle routes. Also, none of the existing Park-N-Rides have transit connectivity. All of this negatively impacts usage of these travel modes. No priority for transit vehicles at signals This problem exists along certain transit routes on state highways and regionally significant corridors where there is traffic congestion. There is increased delay for buses that may affect schedule adherence. 18

Not many regional bus routes This problem exists between major urban areas within the Region. It can impact transit ridership and competitiveness. Lack of dedication outreach for transit to increase its competitiveness. This is a regional problem. This results in not enough public demand for transit. Maintenance and Construction The primary area in which ITS is related to maintenance and construction is for traveler information functions. Also, roadway maintenance is tied with weather data collection to support such activities as snow clearing operations and roadway striping. The following specific maintenance and construction related transportation problems were identified: Work zone This problem exists on specific segments along interstates, state highways and regionally significant corridors where construction/maintenance activities are performed. This impacts the safety of the traveling public and construction/maintenance personnel. Regional Parking Management The parking management concept supports and provides parking information to the public and operators. The following specific parking management related transportation problems were identified: Parking management This problem primarily exists in the Town of Estes Park due to its proximity to Rocky Mountain National Park (RMNP). It can lead to increased congestion, driver frustration and increased vehicle-pedestrian conflicts. Regional Data Management Regional Data Management involves the organization of transportation system performance data spanning across modal and jurisdictional boundaries. The data will be used by operators (for operational analysis and event planning), planners (for long-term planning) and researchers. Traffic operations, operations planning, and transportation planning rely on accurate and timely data. The data is used in evaluating system performance, determining priorities, calibrating models, developing and evaluating scenarios, timing signals, and managing events and incidents. Where data are old or nonexistent, the results of these activities may be compromised. Specific transportation problems related to data management are: Not enough historic traffic count (volume) data This is a regional problem. Data are not at a centralized location. Also, there is not enough bike/pedestrian count data. Data sharing between agencies This is a regional problem. There is not sharing of data between agencies in part due to lack of backbone communications infrastructure and data sharing mechanisms. Lack of performance monitoring data This is a regional problem. Operational decisions are based on insufficient or incomplete information. It affects the ability to show demonstrable benefits for ITS. Regional Emergency Management ITS devices and systems may be used to support the protection of critical transportation infrastructure within the region. Note that ITS devices and systems are also critical transportation infrastructure that must remain available to support the public safety community in the event of a disaster. 19

Access to MDSS and CDOT Traveler Information The lack of availability of this information impacts local law enforcement agencies in the allocation of their resources in responding to bad weather conditions. Commercial Vehicle Operators ITS devices and systems may be deployed in this region to support both the Colorado State Patrol (CSP) and the Colorado Department of Revenue (CDOR) Port-of-Entry (POE) division interactions with commercial vehicle operations. CSP is responsible for the safety of commercial vehicle operations, which involves driver credential review, truck inspections, and HAZMAT routing and tracking. CDOR is responsible for commercial vehicle tax administration, assuring compliance with the State s commercial vehicle size and weight laws. CDOT is responsible for issuing Extra-Legal and Longer Combination Vehicle permits and administering those programs. Coordination is ongoing among the primary agencies to improve and integrate the commercial vehicle operations. Access to MDSS and CDOT Traveler Information The lack of availability of this information impacts the POE s in their ability in providing timely information to commercial vehicles that pass through the facilities. Antiquated Business Systems This problem specifically pertains to POE s antiquated business system with silo databases that make it difficult to perform required functions effectively, efficiently and in a timely manner. Inadequate support infrastructure This problem exists on interstates and state highways where there is not enough pullout areas to perform size and weight enforcement on commercial vehicles. There is also a lack of proper size and weight enforcement on load deficient bridges in the region. In addition to the above identified problems, there were additional problems identified that were more institutional in nature and are not tied to the TSAs. These problems pertain to coordination within and between local cities, counties, and law enforcement agencies, regional and state agencies. Specific transportation problems related to institutional are: Champion for ITS within the Region This is a regional problem. The lack of formally identifying a champion for ITS within the Region results in individual agencies trying their best to promote ITS within their agency without a truly collaborative concerted approach. Lack of adequate funding This problem affects all of stakeholders within the Region. This affects their ability to implement solutions, improve mobility and safety within the region and upgrade systems, facilities or roadways, etc. B. Transportation Service Areas Table 1 illustrates how the regional transportation problems align to the Transportation Service Areas. 20

Table 1: Regional Problems Aligned to Applicable Transportation Service Areas Transportation Service Areas Regional Transportation Problems Regional Traveler Information Regional Transportation Regional Traffic Incident Transit Operations and Maintenance and Construction Regional Parking Management Regional Data Management Emergency Management Commercial Vehicle Operations 1 Not enough real-time information (traffic conditions, incidents & construction) provided to the travelers X X X X X X 2 Not enough real-time weather and pavement data X X X X X X X 3 Not much awareness of where existing real-time information is available 4 No on-line trip planning services X 5 Not enough video surveillance to monitor traffic conditions, incidents and construction activities. 6 Freeway/Arterial congestion X X 7 Synchronization of signals and strategies beyond TOD plans X X X X X X X X X X X X X 8 Event traffic management X X X 9 Lack of communications infrastructure X X X X X X 10 Tracking and data collection from maintenance vehicles 11 Not enough reliable communication for signals X 12 Security of key infrastructure X 13 Weather (high winds, flooding and icing) X X X X X 14 Improve highway-rail crossing X 15 Incidents X X X X X 16 Management of road closures X X X X X 17 Speeding X X 18 Not enough coordination and integration between other travel modes X X X X 21

Transportation Service Areas Regional Transportation Problems Regional Traveler Information Regional Transportation Regional Traffic Incident Transit Operations and Maintenance and Construction Regional Parking Management Regional Data Management Emergency Management Commercial Vehicle Operations 19 No priority for transit vehicles at signals X X 20 Not many regional bus routes X 21 Lack of dedication outreach for transit to increase its competitiveness 22 Work zone management X X X 23 Parking management X X X 24 Not enough historic traffic count (volume) data X 25 Data sharing between agencies X X X X X 26 Lack of performance monitoring data X 27 Access to MDSS and CDOT Traveler Information X X X 28 Antiquated Business Systems X 29 Inadequate support infrastructure X 30 Champion for ITS within the Region X X X X X X X X X 31 Lack of adequate funding X X X X X X X X X X C. Regional Ranking of Transportation Problems In working with the stakeholders the regional ranking of each of the problems were identified. The focus of the effort was to determine which problems were higher priorities from a regional perspective, not just within an agency. During discussions with some stakeholder groups, a numerical ranking of the problems was proposed. Other stakeholder groups preferred regional ranking that reflected high, medium and low priority. Generally, there was a greater degree of consensus between the stakeholders that the regional ranking should be reflected as high, medium and low priority instead of numerical ranking. Stakeholders believed this also avoided pitting problems against each other for higher ranking. Table 2 provides the Regional Ranking for each of the problems identified. It should be noted that some of the problems are not directly related to ITS and go beyond the scope of the project. However, they are included in this table 22

to document their existence and acknowledge their importance and relationship to transportation service applications identified in the plan. Table 2: Regional Ranking of Transportation Problems Problem Regional Transportation Problems # 1 Not enough real-time information (traffic conditions, incidents & construction) provided to the travelers Regional Ranking High Priority 2 Not enough real-time weather and pavement data High Priority 3 Not much awareness of where existing real-time information is available High Priority 4 No on-line trip planning services High Priority 5 Not enough video surveillance to monitor traffic conditions, incidents and construction activities. High Priority 6 Freeway/Arterial congestion High Priority 7 Synchronization of signals and strategies beyond TOD plans Low Priority 8 Event traffic management Low Priority 9 Lack of communications infrastructure High Priority 10 Tracking and data collection from maintenance vehicles Low Priority 11 Not enough reliable communication for signals Medium Priority 12 Security of key infrastructure Low Priority 13 Weather (high winds, flooding and icing) Medium Priority 14 Improve highway-rail crossing Medium Priority 15 Incidents High Priority 16 Management of road closures Medium Priority 17 Speeding Low Priority 18 Not enough coordination and integration between other travel modes High Priority 19 No priority for transit vehicles at signals Low Priority 20 Not many regional bus routes Low Priority 21 Lack of dedication outreach for transit to increase its competitiveness High Priority 22 Work zone management Medium Priority 23 Parking management High Priority 24 Not enough historic traffic count (volume) data Low Priority 25 Data sharing between agencies Low Priority 26 Lack of performance monitoring data High Priority 27 Access to MDSS and CDOT Traveler Information High Priority 23

Problem # Regional Transportation Problems Regional Ranking 28 Antiquated Business Systems 1 High Priority 29 Inadequate support infrastructure 1 High Priority 30 Champion for ITS within the Region High Priority 31 Lack of adequate funding High Priority 1 The problem is not directly addressed by ITS transportation technology D. Linking Problems to the Network Working with CDOT and Urban Stakeholders, the transportation problems were linked to the geographical state highway network in CDOT Region 4. Obviously, certain transportation problems cannot link to the physical network and are not included in the analysis. Appendix F shows the priority of the problems on the geographical network of CDOT Region 4. The corridors include interstates, state highways and regionally significant corridors. 24

V. ITS SOLUTIONS TO TRANSPORATION PROBLEMS In Section IV, transportation problems affecting the Region were identified. Discussion of potential solutions regarding these problems with the stakeholder groups centered on easy to understand applications and implementable ITS deployment applications. The information collected from stakeholder discussions was then translated into the market package terminology. Market Packages provide an accessible, deployment-oriented perspective to the National ITS Architecture. They are tailored to fit - separately or in combination - real world transportation problems and needs. Market Packages combine various ITS equipment that must work together to deliver a given transportation service, as well as the information that must flow between these elements and other important systems. In other words, they identify physical ITS elements that are required to implement a particular transportation service. They are independent of technology and do not recommend specific products. The following is a brief summary of discussion items: A Discussion items available solutions to each of the transportation problem and the associated Market Packages. B Market Package analysis including existing and future applications within the Region. C Links between transportation problems and Market Packages. D Links transportation problems and TSAs. A. Available ITS Solutions to Transportation Problems A wide range of ITS equipment and applications are available to implement solutions to specific problems. These solutions differ in cost, technology, extent of deployment required, etc. Table 3 identifies potential ITS solutions based on existing and successful deployments within Colorado for similar transportation problems. Market Packages associated with the solutions and transportation problems are also identified. 25

Table 3: Available ITS Solutions to Transportation Problems # Problem Solutions Market Packages 1 Not enough realtime information (traffic conditions, incidents & construction) provided to the travelers 2 Not enough realtime weather and pavement data Point devices (Radar, Solo, etc) P2P devices (Toll Tag indicators) CCTV HAR (non-cdot use) Interface to CSP Dispatch and other law enforcement dispatch(s) CTMS Lite to CSP Courtesy Patrol COTrip website and any local agency websites GOV delivery 511 Weather stations Pavement sensors Expand MDSS System including AVL in-vehicle reporting/camera CCTV ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information ATMS01-Network Surveillance ATMS02- Probe Surveillance ATMS06-Traffic Information Dissemination ATMS08- Incident Management System MC08-Work Zone Management MC10-Maintenance and Construction Activity Coordination. ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information ATMS06-Traffic Information Dissemination MC03-Road Weather Data Collection MC04-Weather Information Processing and Distribution 3 Not much awareness of where existing real-time information is available 4 No on-line trip planning services 5 Not enough video surveillance to monitor traffic conditions, incidents and construction Promoted COTrip website, 511 and GOV Delivers using existing dissemination devices (DMS, HAR) Static signs with COTrip and 511 information Rebranding smartrips.org to provide multi-modal options including transit, carpool, vanpool, PNR and bicycle CCTV ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information APTS07-Mulit-modal Coordination APTS09-Transit Traveler Information ATIS02-Interactive Traveler Information ATIS02-Interactive Traveler Information ATMS01-Network Surveillance ATMS08- Incident Management System MC03-Road Weather Data Collection MC08-Work zone Management 26

# Problem Solutions Market Packages activities. 6 Freeway/Arterial congestion 7 Synchronization signals and strategies beyond TOD plans 8 Event traffic management 9 Lack of communications infrastructure 10 Tracking and data collection from maintenance vehicles 11 Not enough reliable communication for signals 12 Security of key infrastructure 13 Weather (high winds, flooding and icing) 14 Improve highwayrail crossing Ramp meters (freeways) CCTV Signals under system control Traffic responsive Traffic adaptive Event timing plans CCTV DMS Affects all ITS deployment AVL Data Collection device Fiber interconnectivity CCTV at bridge or VMS structures affected by vandalism and at PNR s Sensors and DMS (high winds and flooding) Automated anti-icing system with sensors and DMS Signals tied with railroad crossing to allow for quick queue clearance and advance warning ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information ATMS01-Network surveillance ATMS03-Surface Street Control ATMS04-Freeway Control ATMS03-Surface Street Control ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information ATMS01- Network Surveillance ATMS03-Surface Street Control ATMS08- Incident Management System All relevant market packages ATMS02- Probe Surveillance MC01-Maintenance and Construction Vehicle and Equipment Tracking MC03-Road Weather Data Collection. ATMS03-Surface Street Control EM05-Transportation Infrastructure Protection MC03-Road Weather Data Collection MC04-Weather Information Processing and Distribution MC05-Roadway Automated Treatment ATMS03-Surface Street Control ATMS13-Standard Railroad Grade Crossing; ATMS03-27

# Problem Solutions Market Packages 15 Incident Interfaces to CSP and other law enforcement dispatches Courtesy patrol Update existing IMP from US-36 and I-25 and develop new IMP s CCTV Incident detection algorithms using CTMS on freeways Surface Street Control ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information ATMS01-Network Surveillance ATMS08- Incident Management System EM04-Roadway Service Patrols 16 Road closures Remote controlled gates or barriers with CCTV and DMS ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information ATMS21-Roadway Closure Management 17 Speeding Advise lower speeds using VMS Speed radar and display equipment 18 Not enough Integration through on-line trip planning services coordination and integration between other travel modes 19 No priority for transit vehicles at signals 20 Not many regional bus routes 21 Lack of dedication outreach for transit to increase its competitiveness 22 Work zone management 23 Parking Management Green extension, red truncation, etc at all signals to allow quicker clearance of transit vehicles Increase transit competitiveness Integration of multi-modal options CCTV DMS HAR Parking lot conditions Promote multi-modal options ATMS19-Speed Monitoring APTS07-Multi-modal Coordination ATIS02-Interactive Traveler Information APTS09-Transit Signal Priority ATMS03-Surface Street Control APTS07-Multi-modal Coordination APTS07 - Multi-modal Coordination APTS08-Transit Traveler Information ATIS02-Interactive Traveler Information ATMS05-HOV Lane Management ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information MC08-Work Zone Management MC09-Work Zone Safety Monitoring MC10-Maintenance and Construction Activity Coordination ATIS01-Broadcast Traveler Information ATIS02-Interactive Traveler Information 28

# Problem Solutions Market Packages 24 Not enough historic traffic count (volume) data 25 Data sharing between agencies 26 Lack of performance monitoring data 27 Access to MDSS and CDOT Traveler Information 28 Antiquated Business Systems 29 Inadequate support infrastructure 30 Champion for ITS within the Region 31 Lack of adequate funding CCTV DMS Kiosks One consolidated source Expansion of CCTM application Reporting tools tied to databases Kiosks Access to CTMS lite Upgrade business systems Construct more pullouts Identify lead agency Public-Public and Public-Private partnerships ATMS01-Network Surveillance ATMS03-Surface Street Control ATMS16-Parking Facility Management ATMS17-Regional Parking Management AD1-ITS Data Mart AD2-ITS Data Warehouse AD3-ITS Virtual Data Warehouse AD1-ITS Data Mart AD2-ITS Data Warehouse AD3-ITS Virtual Data Warehouse ATIS02-Interactive Traveler Information APTS07-Mulit-modal Coordination AD3-ITS Virtual Data Warehouse ATIS02-Interactive Traveler Information CVO04-CV Administrative Process CVO07-Roadside CVO Safety CVO04-CV Administrative Process CVO07-Roadside CVO Safety Not applicable Not applicable 29

B. Market Packages Analysis for the Region Currently, there are 91 Market Packages included in the National ITS Architecture Version 6.1. Market Packages are categorized into nine subsystems based upon the type of transportation service provided: Archived Data Management (AD): Store and retrieve transportation system information for future analysis. Advanced Public Transportation Systems (APTS): Manage transit operations and make transit use more convenient and safe. Advanced Traveler Information Systems (ATIS): Provide real-time information to travelers. Advanced Traffic Management Systems (ATMS): Manage operation of the roadway network. Advanced Vehicle Safety Systems (AVSS): Adds capability for improved safety to vehicles. These market packages are generally applicable to private-sector industry initiatives only. Commercial Vehicle Operations (CVO): Provides for the electronic monitoring of commercial vehicle safety assurance and regulation, and exchange of related information. Emergency Management (EM): Manage emergency response operations. Maintenance and Construction Management (MC): Manage maintenance and construction activities and operations. Table 4, Market Package Analysis, shows at Market Packages except got Market Packages associated with AVSS. The table provides a brief description and identifies existing and future Region 4 applicability. 30

Table 4: Applicable Market Packages within the Region Market Brief Description Region 4 Application Existing Region 4 Application Future Package Name Archived Data (AD) AD1 ITS Data Mart Collect data for future analysis for one agency only CTMS collects travel time, speed, device logs, etc. Existing weather forecast and pavement condition As more real-time conditions data is collected and stored, performance measures reporting at an individual agency level would be enabled information in CDOT MDSS. Existing traffic count data at cities, counties and CDOT DTD. Transit ridership, vanpool/carpool usage, PNR usage at various agencies AD2 ITS Data Store data for multiple Does not exist All historical traffic counts available at CDOT DTD AD3 Warehouse ITS Virtual Data Warehouse agencies Supports networked access to data archives for multiple agencies Advanced Public Transit Systems (APTS) APTS 01 Transit Vehicle Tracking Provide automatic vehicle location (AVL) to track APTS 02 APTS 03 Transit Fixed- Route Operations Demand Response Transit Operations transit vehicles Performs automatic driver assignment and monitoring, as well as vehicle routing and scheduling for fixed-route services Performs automatic driver assignment and monitoring as well as vehicle routing and scheduling for demand Does not exist Transfort and COLT have AVL. Planned AVL in Greeley Computer Aided Dispatch (CAD) and two-way communications exist Computer Aided Dispatch (CAD) and AVL exist; scheduling systems exist Historical performance traffic conditions data made available on CTMS on corridors that support real-time conditions through an on-line reporting tool 31

Market Package Name Brief Description Region 4 Application Existing Region 4 Application Future response transit services APTS 04 Transit Passenger and Fare Management Allows for the management of passenger loading and fare payments on-board vehicles using electronic means APTS 05 Transit Security Provides for the physical security of transit passengers APTS 06 APTS 07 APTS 08 APTS 09 APTS 10 Transit Maintenance Multi-modal Coordination Transit Traveler Information Transit Signal Priority Transit Passenger Counting Supports automatic maintenance scheduling and monitoring. Establishes two-way communications between multiple transit and traffic agencies and transit signal priority Provides customized or real-time transit Information Automated fare collection exists for Transfort and COLT. Magnetic strip exists for Transfort and allows use of smartcard for CSU students. Magnetic strip and smartcard planned for COLT Two-way communications and panic buttons exist; video monitoring in buses and transit center for Transfort; GET planning to install cameras on buses soon Maintenance systems exist. Transfort upgrading existing system Coordination between transit and traffic agencies exists regarding implementation of new routes and new stops. Fare collection coordination between COLT and Transfort. Regional route coordination on FLEX between Transfort, COLT and RTD Check with Estes Park on flow, they provide information. Static transit routes and schedules exist locally TSP exist at one location. Exists for COLT Possibly automated fare collection for GET Transit, vanpool/carpool, bicycle and PNR working together to promote multi-modal options. More coordination required if other regional bus routes are implemented Need for consolidated on-line trip planning services Possibly for GET & Transfort 32

Market Brief Description Region 4 Application Existing Region 4 Application Future Package Name Advanced Traveler Information Systems (ATIS) ATIS01 Broadcast Traveler Information ATIS02 ATIS03 ATIS04 ATIS05 Interactive Traveler Information Autonomous Route Guidance Dynamic Route Guidance ISP (Information Service Provider) Based Route Guidance Dissemination of information over a wide area through existing infrastructures and low cost user equipment Provides tailored information in response to a traveler request. Includes dynamic web pages and 511 telephone information. In-vehicle or handheld electronic devices used to provide trip planning information and directions. Builds on Autonomous Route Guidance to factor in real-time conditions information. Again, this market package is generally more of a private-sector initiative. Trip planning and directions information that is provided by a service, and does not require a specific user device Existing radio station (KEZ 1410) broadcasts weather and travel information in Estes Park. Existing CDOT faxes of road condition information. Existing Loveland HAR on 1610 AM, posts traffic information online and sends out weekly emails. Existing DMS provide information. CDOT s Gov delivery system exists for email and text alerts CDOT COTrip web site, GOV delivery and 511 system exists This service is generally not provided by public sector agencies This service is generally not provided by public sector agencies This service is generally not provided by public sector agencies Possibly use agency website to show traffic conditions within the city. Provide traffic video images on city channel Possibly Estes Park city traveler information web site and kiosks. Kiosks at POE CDOT data available for use by private ISP s CDOT data available for use by private ISP s CDOT data available for use by private ISP s 33

ATIS06 ATIS07 ATIS08 ATIS09 ATIS10 Market Package Name Integrated Transportation Management/ Route Guidance Yellow Pages and Reservation Dynamic Ridesharing In Vehicle Signing VII Traveler Information Brief Description Region 4 Application Existing Region 4 Application Future Mapquest web site would be an example. Ties in with route guidance systems to optimize traffic control strategies along anticipated vehicle routes. Provides Yellow pages business listings and the capacity to make reservations. Provides dynamic ridesharing/ride matching capability in real time. Some large companies provide this service. Supports distribution of information, such as travel advisories, to drivers through in-vehicle devices Distributes real-time information to vehicles via Vehicle Infrastructure Integration (VII) Advanced Traffic Management Systems (ATMS) ATMS01 ATMS02 Network Surveillance Probe Surveillance Collects information from field devices (detectors, CCTV, etc.) for monitoring of roadway conditions. Use toll transponder equipped vehicles, volunteers, buses, Does not exist This service is generally not provided by public sector agencies Static vanpool/carpool matching exists This service is generally not provided by public sector agencies This service is generally not provided by public sector agencies Cameras exist in Fort Collins, Greeley and Loveland, and at CDOT Park-n-Rides available Not applicable CDOT data available for use by private ISP s Not applicable More deployment needed to support real-time information Use of transponders anticipated Fort Collins South and Greeley South. Van and maintenance vehicles are an additional option 34

ATMS03 Market Package Name Surface Street Control Brief Description Region 4 Application Existing Region 4 Application Future anonymous cellular phone tracking or other technology to monitor traffic conditions Provide traffic signal control. ATMS04 Freeway Control Control of devices installed along freeways, including control of cameras and dynamic message signs. ATMS05 ATMS06 ATMS07 ATMS08 HOV Lane Management Traffic Information Dissemination Regional Traffic Control Incident Management System Manages HOV lanes by coordinating freeway ramp meters and connector signals with HOV lane usage signals Supports Dynamic Message Signs and Highway Advisory Radio Provides for the sharing of traffic information and control among traffic management centers to support a regional control strategy. Detects incidents and provides links between transportation and emergency management centers to exchange information TOD synchronization exists. Most urban area signals under system control. Traffic adaptive planned for 10 th Street in Greeley Traffic responsive control as needed, Upgrading to fiber communication as needed Ramp meters exist on US-36 Additional ramp meter deployment on I-25 HARS and DMS exist Existing I-25 incident management plan Future HOV on I-25 at south end of study area More deployment needed Dependent on Fiber Connectivity Need US-85 IMP. Need for incident management and event planning at Larimer County Event Center and for Greeley Stampede. Congestion and routing an issue for special events in Fort Collins 35

ATMS09 ATMS10 Market Package Name Traffic Forecast and Demand Management Electronic Toll Collection ATMS11 Emissions Monitoring and Management ATMS12 ATMS13 ATMS14 ATMS15 ATMS16 Roadside weighting system control. Standard Railroad Grade Crossing Advanced Railroad Grade Crossing Railroad Operations Coordination Parking Facility Management Brief Description Region 4 Application Existing Region 4 Application Future Use of historical traffic data to predict future demand Use of electronic tags to collect tolls and process violations without requiring motorists to stop Monitors individual vehicle emissions and provides general air quality monitoring using distributed sensors to collect the data Manage lighting system along roadside Manages highway traffic at highway-rail intersections where rail operational speeds are less than 80 miles per hour Same as Standard, but for intersections with trains traveling in excess of 80 miles per hour. Provides an information link between rail operations and traffic management centers and emergency dispatch. Provides monitoring and management of parking facilities Existing emissions check stations Not applicable Existing rail signal pre-emption in Fort Collins Not applicable Parking exists at transit hub (visitor center) and Stanley satellite hub. More satellite hubs planned Not applicable Possibly query clearance system Not applicable Need for parking lot monitoring in downtown Estes Park and at Rocky Mountain State Park 36

ATMS17 ATMS18 ATMS19 ATMS20 ATMS21 Market Package Name Regional Parking Management Reversible Lane Management Speed Monitoring Drawbridge Management Roadway Closure Management Commercial Vehicle Operations CVO01 CVO02 CVO03 Fleet Administration Freight Administration Electronic Clearance Brief Description Region 4 Application Existing Region 4 Application Future Supports coordination between parking facilities to enable regional parking management strategies Provides for the control of reversible lane facilities Monitors speeds of vehicles on roadways. DMS can then be used to post a safe speed reminder Drawbridge control systems gates, warning lights, DMS, etc. Support for remotely controlled gates or barriers that close off roads in unsafe conditions, plus camera surveillance and traveler information Electronic routing of commercial vehicle fleets Electronic tracking of cargo movements from source to destination, including whether the shipment has been tampered with Provides for pre-registered commercial vehicles to pass through check stations without pulling over Not applicable Not applicable Not applicable. Not applicable PrePass and Automatic Vehicle Identification equipment exists Possible future coordination in Estes Park between town, RMNP and CDOT Not applicable Specific locations Not applicable. Specific locations Not applicable Not applicable 37

CVO04 CVO05 CVO06 CVO07 CVO08 CVO09 CVO10 Market Package Name CV Administrative Processes International Border Electronic Clearance Weigh-In- Motion Roadside CVO Safety On-board CVO Safety CVO Fleet Maintenance HAZMAT Management Brief Description Region 4 Application Existing Region 4 Application Future Provides for electronic information sharing and automation of a number of commercial vehicle administration tasks, such as fee collection, credentialing, and tax filing Expands the Electronic Clearance market package to include border crossings Includes systems that allow commercial vehicles to be weighed by equipment installed on the roadside, allowing the vehicle to bypass traditional weigh stations Provides for automated roadside safety monitoring and reporting Provides for on-board commercial vehicle safety monitoring and reporting On-board monitoring and maintenance system. Integrates incident management capabilities with commercial vehicle tracking to assure effective treatment of HAZMAT material and incidents Separate databases at various agencies Not applicable WIM exists Limited pullout roadside check locations Generally a private sector initiative Generally a private sector initiative Not applicable Electronic sharing of information between agencies Not applicable More pullout locations needed Not applicable 38

CVO11 CVO12 CVO13 Market Package Name Roadside HAZMAT Security Detection and Mitigation CV Driver Security Authentication Freight Assignment Tracking Emergency Management EM01 EM02 Emergency Response Emergency Routing Brief Description Region 4 Application Existing Region 4 Application Future Uses roadside equipment to detect HAZMAT cargo, then checks the vehicle s credentials to ensure that the cargo and driver are properly authorized. Uses onboard security to detect unauthorized CV drivers, and if detected, disables the vehicle. Registration and tracking of the vehicle, cargo shipment, and driver. Provides computer-aided dispatch Systems Automatic Vehicle Location and dynamic routing for emergency vehicles. EM03 Mayday Support Supports response to requests for help from invehicle or call-box type systems EM04 Roadway Service Patrols Service trucks that respond to reports of disabled vehicles and help to clear Not applicable Generally a private sector initiative Not applicable Weld County emergency services dispatch and 911. Larimer County Sheriff dispatch. Fort Collins emergency department. Loveland emergency response. CSP dispatch Existing CAD for emergency vehicles in Estes Park. Trains block emergency vehicle access in La Salle. Existing signal preemption in Greeley, Loveland, and Fort Collins. Existing in-vehicle systems Not applicable Not applicable On call tow services during bad weather for I-25 39

EM05 Market Package Name Transportation Infrastructure Protection Brief Description Region 4 Application Existing Region 4 Application Future them, in order to reduce the impact on the traffic flow Uses surveillance cameras and sensors to monitor critical infrastructure such as bridges, tunnels, etc. EM06 Wide-Area Alert Facilitates the use of ITS driver information devices (such as DMS and HAR) to spread emergency alert Messages example would be Amber Alerts EM07 EM08 EM09 Early Warning System Disaster Response and Recovery Evacuation and Reentry Management Uses various types of sensors and monitors to facilitate early detection and warning of emergencies, including weather emergencies and terrorist attacks Supports the overall coordinated response to emergencies by transportation, emergency response, and maintenance personnel Supports coordination of evacuation plans by transportation and safety agencies as well as the subsequent return to the evacuation area CDOT ITS currently places DMS messages on request of R4, State Patrol, and HQ. This includes Amber Alerts Stream level monitoring in Loveland, Fort Collins, and Estes Park. Some linked to emergency operations centers. Estes Park has a SCADA system with alarm capabilities. Existing stream monitoring on US 85, but not linked to any centers Existing emergency management plans Existing emergency management plans Monitoring bridges, Park-n-Rides and VMS against graffiti vandalism 40

EM10 Market Package Name Disaster Traveler Information Maintenance and Construction MC01 Maintenance and Construction Vehicle and Equipment Tracking MC02 MC03 MC04 MC05 MC06 Maintenance and Construction Vehicle Maintenance Road Weather Data Collection Weather Information Processing and Distribution Roadway Automated Treatment Winter Maintenance Brief Description Region 4 Application Existing Region 4 Application Future Augments existing traveler information systems to provide emergency traveler information, such as evacuation routes, etc., in the event of a disaster Tracks the location of maintenance and construction vehicles and other equipment On-board diagnostics that provide maintenance and repair information for snowplows, trucks, etc. Collection of weather and road conditions data using sensors installed near the roadway. Processing and dissemination of road/weather conditions information to travelers, maintenance workers, etc. Automated anti-icing systems for bridges and roadways Supports winter road maintenance including snowplow operations, roadway treatments (i.e., Existing emergency management plans Data communications and GPS systems on CDOT snow plows exists Weather stations in Fort Collins, Windsor, Loveland, Greeley, and CDOT R4 CDOT MDSS system exists City of Fort Collins Timberline Bridge de-icing system Existing winter maintenance operations More deployment anticipated More deployment needed Expansion of MDSS Specific locations 41

MC07 MC08 MC09 MC10 MC11 MC12 Market Package Name Roadway Maintenance and Construction Work Zone Management Work Zone Safety Monitoring Maintenance and Construction Activity Coordination Environmental Probe Surveillance Infrastructure Monitoring Brief Description Region 4 Application Existing Region 4 Application Future salt spraying, etc.) Supports scheduled and unscheduled maintenance and construction of ITS and non-its equipment Enables construction delay and routing information to be provided en-route to drivers, and also facilitates providing this information to other agencies Intrusion Alarms and other devices that warn if a vehicle is approaching a work zone at a high rate of speed or has entered the work zone. May also monitor movements of workers Coordination of maintenance and construction activities between various agencies for improved operations. Collects environmental data from on-board vehicle sensors Monitors infrastructure via both fixed and vehiclebased sensors Existing maintenance and construction operations Most agencies post scheduled road closures to web sites Not applicable Not applicable As needed Need consolidation of all sources Not applicable Not applicable 42

C. Linking Transportation Problems to Market Packages Appendix G shows the Market Packages that are directly applicable to the transportation problems. The Market Package ensures technical integration and jurisdictional coordination when the solution is implemented. It should be noted that not all of the transportation problems correlate with a Market Package due to the specific nature of the problem. For example, POE Antiquated Business System and Silo databases do not lend themselves to allow for easily accessible and up-to-date information sharing. D. Linking TSAs to Market Packages Appendix H shows the relationship between Transportation Service Areas and applicable Market Packages. This analysis is useful in the development of the ITS Architecture. 43

VI. ITS DEPLOYMENT STRATEGIES WITHIN THE REGION This section identifies the regional strategies regarding ITS deployment including specific recommendations concerning each ITS deployment. A. Recommended ITS Strategies for the Region Strategy #1- Implement ITS Deployments that can Provide Benefits on Freeways, State Highways, US Highways and Regionally Significant Corridors These corridors carry the highest traffic volumes within the Region and these would receive the greatest benefits from ITS implementation, and be able demonstrate greater overall mobility and safety benefits. It should be noted that local agencies are not precluded from deploying ITS on their local street and roadways that serve local needs; however deployment should be considered in terms of technical integration and jurisdiction coordination with the regional ITS network. ITS deployments for Strategy #1 include: Communication Infrastructure (Fiber Optic Cable & Network Equipment) Implement communication coverage to corridors or corridor segments where no coverage exists, and to increase the connectivity, reliability and integration of all ITS devices. CTMC is migrating from a SONNET based fiber optic communications to an Ethernet based fiber optic communications to expand bandwidth capacity to support its ITS devices. Greeley is in the process of implementing an Ethernet based fiber optic communications within the City to support traffic signals, weather stations, CCTV and ATR. Ethernet based fiber optic communications is recommended for the urban area within the Region, which is defined by the following boundaries: SH-287 on the west, US-85 on the east, SH-7 on the south and SH-14 on the north. Cellular wireless communications has shown increased improvements in reliability and bandwidth and therefore is recommended for isolated ITS deployments in rural areas where it would be cost prohibitive to install fiber communications to support very few ITS devices. Regardless, CDOT and local agencies should take advantage of opportunities such as partnerships, new development, construction, etc. to install fiber optic communications along the corridors where possible. Traveler Information It is recommended that traveler information be implemented on I-25 corridor and on all corridors that have received the highest priorities for traveler information. Colorado Transportation Management Center (CTMC) & Urban Traffic Operation/Management Centers (TOC/TMC) CTMC and the urban centers collect traffic conditions information based on overall operational and maintenance responsibility for the corridor. CTMC will continue to serve as the primary center for dissemination of statewide traveler information within the Region through the COTrip website, 511 and Gov Delivery system. The 511 automated phone systems has the capability to transfer to local 511 automated phone systems. The Gov Delivery system provides text and email alerts for incidents, maintenance and construction. Local agencies that collect traveler information on their corridors can disseminate the information on agency websites and coordinate with CTMC to display the information on the COTrip website. Incident Management Plan (IMP) Improves coordination between agencies and identifies operational roles and responsibilities, protocols, and alternative routes when responding to incidents. IMP exists for I-25 and US-36 corridors. IMP is recommended for US-85 (Fort Lupton to Greeley). These plans should be updated on a regular basis to address changing conditions. 44

Courtesy Patrol/Tow Vehicles Assists law enforcement to utilize resources more effectively when incidents occur during severe weather conditions. On-call courtesy patrol is recommended along I-25 within the Region. The private tow vehicles would tow the impacted vehicle to a designated safe zone and be available to assist any other incidents. Traffic Responsive/Traffic Adaptive Control Time-Of-Day (TOD) plans are sufficient to meet the needs of normal traffic conditions. These plans typically need to be updated every 3-5 years. Traffic adaptive pilot project is being implemented in Greeley. The results will be used to determine other potential future installations within the Region. Corridors such as SH-119, SH-7 West and SH-52 could benefit from implement of traffic responsive control i.e., pre-designed timing plans based on traffic condition thresholds to maximize corridor efficiency and responds to changing traffic conditions. Traffic responsive control would also apply for traffic signals along event and incident routes. Dynamic Message Signs The signs provide real time traveler information to drivers on the corridors. In addition, they can be used to support CSP safety campaigns, promotion of COTrip, 511 and alternative modal options. The signs are recommended at major decision points. Ramp Meters Ramp meters exist on US-36. It is recommended that ramp meters be installed on I-25 from Loveland to Fort Collins based on the volumes and indicated levels of congestion. The installation of ramp meters will reduce the friction between freeway traffic and the traffic merging from the ramps and result in a more smoother operation. However, it should be noted that a ramp meter warrant study needs to be conducted before ramp meter can be deployed. Closed Circuit Television Cameras (CCTV) Increase real-time observation coverage along corridors. CCTV is recommended at major signalized intersections or intersection of highways. The images from the CCTV should be made available on COTrip website, Weather Stations Expand the deployment of weather and pavement sensors on corridors to assist maintenance personnel and provide information to travelling public. Given the geographical area and the significant impacts of weather conditions across the region, deployment of weather stations is recommended on each corridor. Strategy #2 - Increase transit ridership and demand by integration and coordination with alternative travel modes. Transit, van pool, car pool, bicycle and Park-N-Ride modal options should be integrated to increase usage of alternative modes of travel. ITS deployments for Strategy #2 include: Add Static Transit Route Information to Google The site provides transit agencies a platform to post transit route information. Currently, there are over 400 agencies that provide transit information on the site. Within the Region, it is recommended that transit route information from all transit agencies be posted on the site. This is an interim solution until the on-line planning services website is developed. On-line Trip Planning Services Website The ability to integrate travel mode options will assist in generating interest and increased usage. It is recommended that the smartrips.org website be rebranded and integrated to include transit, vanpool, carpool, bicycle and Park-N- Rides. The site is currently designed only for vanpool users. It does have transit routes and stops information. Automated Fare Collection System It is recommended that automated fare collection systems be implemented for GET to increase transit usage and improve operational efficiency. Automated fare collection systems exist for Transfort and COLT. 45

Transit Passenger Counting System - It is recommended that passenger count system be implemented for GET and Transfort. Automated system exists for COLT. Transit Services to Park-N-Ride Locations It is recommended that transit services be provided to these locations as it would promote usage of transit and the Park-N-Ride lots. NextBus Application It is recommended that real-time transit information be provided at transit centers, Park-N-Rides and key bus stops. Fare Collections Kiosks Fare collection kiosks should be implemented after transit services and associated improvements at Park-N-Rides are completed. In addition, these kiosks should be implemented at transit centers. It should be noted that a study is planned to examine the feasibility of a regional transit agency. The study is anticipated to be completed by December 2012. The potential formation of a regional transit agency can have a significant impact on Transit ITS within the Region. Operationally, there will be existing systems for dispatch, maintenance, scheduling, etc. that are being used by transit agencies that may not be compatible with each other. Currently, these existing systems support transit ITS. Strategy #3- Implement and promote regional projects that increase cooperation and coordination within and between agencies ITS deployments for Strategy #3 include: Access to MDSS and Traffic Video for Agencies It is recommended that local law enforcement, local transportation agencies and POE be provided access to the information. At POEs, traveler information kiosks should be installed to allow dissemination of information to commercial vehicle drivers. Regional Guidelines for Arterial Conditions Display and Sharing with CDOT Fort Collins provides arterial condition information on the City website. As more agencies decide to provide arterial condition information, it is critical to display information consistently across the region so that the travelling public is not confused. Within the DRCOG area, Regional Guidelines are being developed for arterial condition information. It is recommended that the Region consider using the guidelines. It is important to achieve consistency across the region and the Front Range to display information on the COTrip website. Performance Monitoring for Corridors There is a significant interest and value for performance measures reporting on corridor operations. The needs of performance measurements are better served if it is done parallel to ITS deployment for traveler information. As corridors are instrumented for traveler information, they will be integrated with CTMS. CTMC is currently considering a reporting tool that interfaces with the CTMS database to generate performance measures. Within the DRGOG area, agencies have identified several key performance measures and indices. For the CDOT Region 4, it is recommended that the Region consider using the measures. Similar to the regional guidelines for arterial conditions display, it is important to achieve consistency across the Region and Front Range. Traveler information for Estes Park/RMNP It is recommended that interfaces with 511 and COTrip be developed to provide traveler information. This would include traffic condition information on US-34, US-36 and I-25 for outbound traffic leaving RMNP or Estes Park and parking availability information for the parking hub and satellites. RMNP should install cameras on Bear Lake Road to provide traffic and parking conditions information. Also, all of this information would be provided at the Estes Park Transit Hub (Town Visitor Center) via kiosk or a 46

video wall. There is need to provide incident information on US-34 so that travelers entering Poudre Canyon have the opportunity to turnaround if the roadway ahead is closed. CDOT Maintenance Vehicles with AVL/Camera and In-Vehicle Interface Device It is recommended that all CDOT maintenance vehicles be equipped with AVL/Camera and In- Vehicle interface device to allow maintenance personnel to report back on the work conditions. Expansion of MDSS System The deployment of additional weather stations will provide more granular information. Additional routes will need to be added to MDSS and will require integration and revised forecast models. Also, given the demand for MDSS, additional users will need to be added to provide access to the information. This would require proper licensing and network management functions. Event Management Plans It is recommended that Event Management plans be developed to meet the event traffic demands in Greeley and Larimer County. The plan would also include traffic responsive plans for impacted traffic signals to support event traffic. Expansion of CCTM Application for Traffic Agencies Within the DRCOG area, CDOT has developed the CCTM application that allows users to access traffic data such as location of traffic signals, secure weather data and contract information for planned construction and maintenance projects. The performance measures will be accessible on the CCTM. It is recommended that the application be provided to CDOT Region 4 as more ITS deployment occurs. Again, this will also ensure consistency within Front Range. Expand CTMS Functionality for Maintenance and Construction Activity Information This would allow local agencies the ability to add maintenance and construction activity information so that it is available on COTrip, 511 and Gov Delivery. Specific requirements need to be developed. Portable Monitoring System for Load Deficient Structures for Size and Weight Enforcement This would implement the system at high priority locations within the Region. Specific requirements need to be developed. B. Limitations for ITS Deployment ITS deployments do not include or cover improvements to highway infrastructure and business functions. Such improvements should be addressed within the relevant planning efforts coordinated within the agency or regionally. The intent of this section is to ensure that these needs be formally recognized and any opportunities to implement the needs be considered. The following are a list of improvements that go beyond the scope of ITS technology: Park-N-Ride Improvements o PNR Upgrades to add more capacity at SH-402 and SH 60 o PNR Upgrades to improve access at SH-492 and US-34 o Need for New PNR Sites On SH-287 between Loveland and Berthoud On SH-287 between Fort Collins and Loveland Transfort is building the South Transit Center, which will open in 2013. It will have 85 parking spaces. 47

o Both at upgraded PNR sites and new sites, improvements to accommodate Transit services include: Bus shelter Bus turn around Lighting Pull-Outs on Corridors for Size and Weight Enforcement Appendix I provides information on the POE s pull out areas priorities within the Region. Parking Facilities at Estes Park - The Town s Transit Hub center (Town s Visitor Center) is expected to be completed in summer of this year. The Center will have about 200 parking spaces. The Stanley Satellite hub on US-36 has 408 parking spaces and will be operational by June 2011. There is a need for a satellite hub along US-34. The Town intends on building more satellite Hubs to provide additional parking spaces and access to shuttle services. Increase Transit Levels of Service in Estes Park Currently, transit shuttle busses operate between the end of June to Labor Day. It has over 19,000 users and buses run on 1-hour frequency. The current frequency is not sufficient to increase transit usage in the area. Regional Bus Routes Within the Region, there is significant inter-city travel. However, there is only one regional bus route (FLEX). Serious consideration should be given to provide regional routes in order to increase transit competitiveness. Bicycle Routes to Transit Centers and PNRs These routes would provide physical connectivity between modes and would increase usage of alternative modal options. Antiquated Business Systems Many data sources used by the POE are maintained within separate silo databases. The data includes CDOT Permits, Department of Revenue (DOR) commercial vehicle taxes, Unified Carrier Registration (UCR), Division of Motor Vehicle (DMV) and Informix (POE business system). In order to easily share information between these databases would require understanding of business technology, security, etc. functions. More importantly, it would require significant coordination between these agencies and appropriate funding. C. Recommended ITS Deployment Timeframe The plan is fiscally unconstrained and following deployment time frames were recommended for implementation: Short Term 0 to 3 years Medium Term 4 to 6 years Long Term 7 to 10 years These deployment timeframes are consistent with other CDOT Region s implementation plans. It is a recognized that simply deploying devices does not itself improve the effectiveness or efficiency of the transportation system. Adequate transportation agency staffing must be provided to operate and maintain the system in order to most effectively take advantage of the transportation management tools. Additionally, system equipment maintenance and replacement are critical factors in the long-term serviceability of the ITS devices and infrastructure. Maintenance and replacement are well recognized requirements of all transportation investments. Maintenance of ITS devices is different from maintenance of a highway or a bridge. Typically, complete functionality is lost when the device fails rendering it unusable. Implicit in this Plan is an assurance by the stakeholders of sufficient staff and resources for management; operations, maintenance, and replacement of ITS devices and infrastructure to make them an effective investment. 48

VII. ITS DEPLOYMENT COSTS For ease of understanding, ITS deployments are categorized in the following three priority areas: Corridors Interstates, State Highways, US Highways and Regionally significant corridors. Transit Transit and other alternative modes such as vanpools, carpools and bicycles. Regional Deployments that cannot be tied to a corridor or transit agency and provide Regional benefits. A. ITS Deployment for Corridors The ITS deployment projects identified for each of the corridors in Region 4 is shown in Appendix J. For each corridor, the rationale for the ITS deployment is based on the information shown in Appendix K. Appendix J contains the following items for each corridor: Corridor Provides the name of the corridor with its limits and approximate mileage. Project Identifies the projects to be implemented ITS Devices Indicates the type of ITS device to be implemented Existing Devices Provides the number of ITS devices existing on the corridor, by type of device. It indicates if an agency other than CDOT has an existing device Proposed Devices Provides the number of ITS devices proposed for the corridor segment Proposed Location Identifies the locations for the proposed ITS devices Unit Price Provides the price for each unit of proposed ITS devices (Appendix L shows the device costs used for the Plan) Needed Investment Identifies the needed investment (estimated construction costs) for CDOT Region 4 ITS projects in 2011 dollars (estimates are not indexed). Needed investments also include estimated costs for network equipment necessary for system connectivity; however, they do not include operations and maintenance costs. Total Project Costs Provides the total cost by project for the proposed number of ITS devices units in Million Dollars. Project Timeframe Identifies the deployment priority as determined by the Region. For Region 4 the following ITS deployment timeframe is used: o Short Term: 0 to 3 years o Medium Term: 4 to 6 years o Long Term: 7 to 10 years Transportation Problem Area (TPA) Identifies the applicable Transportation Problem Areas addressed on the CDOT Region 4 corridors. Transportation Service Area (TSA) - Identifies the applicable Transportation Service Areas addressed on the CDOT Region 4 corridors. 49

Appendix M shows total ITS device deployment costs by deployment time frame and device count or approximate corridor miles. It shows the magnitude of deployment for each ITS device deployment within the Region. Appendix N shows individual corridor sheets that contain the name of the corridor, its limits, approximate mileage, range of ADT counts along the corridor and a corridor map that identifies ITS deployment. The table for each corridor sheet provides the same information as shown on Appendix K, but specific for each corridor. ITS deployments have been identified on 64 corridors totaling $153.99 million dollars. These ITS deployments are proposed along approximately 1,900 center line miles. Table 5 shows the needed investment summary for corridor projects in Region 4. Table 5: Needed ITS Investment Summary for Region 4 Corridor Projects Corridor Projects Short Term Medium Term Long Term Total Number of Projects 150 42 125 317 Needed Investment (In $Millions) $75.59 $38.46 $36.94 $153.99 B. ITS Deployment for Transit Appendix O shows the ITS deployment for transit and contains the following items: Description Provides the name of the project. ITS Deployment Identifies the ITS application to be implemented. Total Project Costs Provides the total cost by project for the proposed number of ITS devices in units of Million Dollars. Transportation Problem Area (TPA) Identifies the applicable Transportation Problem Areas. Transportation Service Area (TSA) Identifies the applicable Transportation Service Areas. ITS deployments have been identified for 9 transit projects in Region 4 that total $1.8 million dollars. Table 6 shows the needed investment summary for transit projects in Region 4. Table 6: Needed ITS Investment Summary for Region 4 Transit Projects Transit Projects Short Term Medium Term Long Term Total Number of Projects Needed Investment (In $Millions) 2 3 2 9 $0.20 $0.95 $0.65 $1.80 50

C. ITS Deployment for Regional Appendix P shows the ITS deployment for Regional projects and it contains the following items: Description Provides the name of the project. ITS Deployment Identifies the ITS applications to be implemented. Total Project Costs Provides the total cost by project for the proposed number of ITS devices in million dollar units. Transportation Problem Area (TPA) Identifies the applicable Transportation Problem Areas. Transportation Service Area (TSA) Identifies the applicable Transportation Service Areas. ITS deployments have been identified for 10 regional projects in Region 4 that total $2.18 million dollars. Table 7 shows the needed investment summary for regional projects in Region 4. Table 7: Needed ITS Investment Summary for Region 4 Regional Projects Regional Projects Short Term Medium Term Long Term Total Number of Projects 4 4 2 10 Projects Needed Investment (In $Millions) $0.53 $1.00 $0.65 $2.18 D. Financial Summary CDOT Region 4 has currently identified a funding need for ITS projects at $157.97 million dollars. This amount is a needed investment cost that includes device costs, preliminary and construction engineering costs and system costs that include improvements for network and software integration. However, this estimate does not include operations or maintenance costs and is not indexed. Table 8 shows the overall summary of needed ITS investment for Region 4. Areas Table 8: Summary of Needed ITS Investment for Region 4 Needed Investment (In Millions) Corridors Projects $153.99 Transit Projects $1.8 Regional Projects $2.18 51

Areas Needed Investment (In Millions) Total (In $Millions) $157.97 E. Project Sequencing The number one priority in the region continues to be the I-25 corridor and the installation of the fiber optic backbone. It would enable CDOT to install additional ITS deployment and implement the real-time travel time application along the corridor. It would allow lateral connectivity to Fort Collins and Loveland since both entities have fiber with close proximity to I-25, which would enable sharing of data and video. It would provide connectivity to the CSP facility at Harmony Road and the POE in Fort Collins. It would also allow communications to Park-N-Ride facilities to support future transit applications. The fiber backbone is essential to provide high-speed communications infrastructure to support and expand ITS applications and to fully integrate those applications within the Region into an ITS network. Weather plays a significant role within the Region as evidenced by transportation problems identified and the number of weather stations proposed to be deployed. MDSS is a very successful and efficient tool within CDOT Region 4. CDOT ITS Branch has design plans ready for 30 weather station locations in the Region. The MDSS system should be expanded to additional corridors to include integration of weather stations as they are displayed. Furthermore, all remaining CDOT maintenance vehicles should be equipped with AVL/camera and in-vehicle display system to allow for real-time reporting of road conditions within the MDSS system. Finally, MDSS information should be made available to law enforcement, POE and local transportation agencies. Parallel to the focus on weather related improvements, the Region should begin integrating transit with other alternative modes and work to develop an on-line trip planning services website. This would incorporate transit, vanpool, bicycle, Park-n-Rides and serve to enhance and improve travel within the Region and interconnectivity between alternative modes and vehicle travel. The Region should focus on deployments that build upon existing applications or generate quicker results with relatively less costs and effort. The Region currently has several areas ranging from good to high level of ITS applications including, DMS coverage on I-25, MDSS coverage and utilization, transit facility and systems and fiber within the urban areas. Future ITS deployment should seek opportunities to leverage on the existing ITS in the Region in order to maximize the utilization of ITS applications and interconnectivity of ITS system and benefit from a integrated ITS network. CDOT is currently working with Eaglenet to install fiber along I-25 as part of the Federal Broadband grant program. CDOT is very confident that the fiber will be installed through this partnership. Also, ITS devices such as CCTV, TTI, radar and network equipment to operate the fiber and devices will be installed. RMNP and Estes Park generate more than three million visitors each year. About 40% of those visitors live in the Front Range. Traveler information should be provided along US-36 and US-34 to facilitate travel into and out of RMNP and Estes Park. Additional ITS devices should be deployed to support traveler information so that travelers can make decisions at critical junctions on the routes. Also, RMNP and Estes Park shuttle bus and Park-n-Ride information should be displayed on the COTrip website and, where appropriate, on DMS on the roadway and incorporated into the 511 automated phone system. 52

VIII. CONCLUSION Funding remains the foremost obstacle to implementation of ITS project in the region. CDOT Region 4 has currently identified a funding need for ITS projects of $157.97 million dollars. This amount includes infrastructure devices, preliminary and construction engineering, construction and network/system cost. However, the estimate does not include operations or maintenance costs and it is not indexed. A. Regional ITS Project Funding Sources Funding of ITS Projects is possible through various funding sources. These sources include, but are not limited, to the following: Table 9: Funding Sources Category Funding Sources Corridor Deployment CDOT Congestion Relief Program A state wide program aimed at reducing congestion Colorado Safe Routes to School Program (SRTS) A program that improves safety for school routes Hazard Elimination Safety Program (HES) - A federal safety program that provides funds for safety improvements on all public roads and highways FASTER Legislation Recently approved legislation establishing funding of surface transportation infrastructure Federal and State Grant monies Coordination with local governments and private development along corridors Congestion Mitigation Air Quality (CMAQ) Statewide Transportation Plan (STP) CDOT funds (ITS and Region 4) Local Capital Improvement Program (CIP) & General funds Transit Deployment CMAQ FTA Opportunities o 5307 o 5316 o 5310 o 5309 Local Match Advertisement Dollars Van Pool Dollars Faster legislation Regional Deployment Same as corridor funding sources and possibly transit funding sources B. Region 4 ITS Project Funding Deficiencies With a total funding need in excess of $150 million dollars in conjunction with given budget constraints and limited revenues for the foreseeable future, it is unrealistic to expect that all ITS projects will be able 53

to be implemented within the timeframes identified in the Plan. The following strategies are recommended to overcome some of the deficiencies related to funding limitations: Include the ITS projects as part of any planning, design, and construction projects along corridors to maximize implementation and leverage the construction project funding - As corridor projects are being developed, there is an opportunity to implement ITS projects and realize cost saving synergies. For example, the inclusion of an ITS project within a corridor overlay project can result in potential cost savings of 15 to 50 percent. This is due to the typical overlay project requirements of lane closures, alternative routings, traffic control, and construction and project engineering cost requirements that often must be duplicated in many stand alone ITS projects. Look for synergies with other agencies or projects that allow for cost sharing opportunities - This would include projects with other departments within the agency or other agencies. For example, working with Police, Streets, Parks, Water, etc. divisions to determine needs for communications, video, weather information and other would allow for cost sharing opportunities regarding ITS investment. Also, other departments or agencies may assist with maintenance and operational functions. Sharing costs with private partners where development requires corridor improvements - Typically, private partners would include developers, telecommunications companies, cable companies and media. Improvements can possibly be included in exchange for access to right-ofway, waiving of permit fees on other partnering arrangements. Evaluating and touting the benefits of existing ITS applications to garner further ITS support - It is important to capture and demonstrate tangible and intangible benefits of ITS. The tangible benefits could include before/after studies and surveys. The intangible benefits could include anecdotal or specific case studies. It is also important to have non-transportation stakeholders tout the benefits of ITS. Selectively choosing ITS project deployments to ensure high benefit/cost ratios and/or build on existing deployment This would include deployment of projects that have had a high success rate in other CDOT Regions or elsewhere. Additionally, it is important to build upon existing ITS deployments and applications that are successful. C. Champion for ITS within the Region Within the Region two champions for ITS are identified. 1. The CDOT Region 4 Traffic Operations Engineer has been identified as the champion for ITS. The anticipated role of the ITS Champion would include the following: Provide leadership and vision for ITS within the Region Build strong relationships with other stakeholders including Law Enforcement agencies, POE, Towns and Cities. Establish an ITS working group committee and conduct committee meetings every six months to review plan status, priority and ITS Implementation. Ensure that ITS is systematically deployed in the Region in accordance with vision, priority and implementation identified in CDOT R4 ITS Plan. Promote successful ITS deployments with policy makers and management staff. 54

2. NFR MPOs TDM Planner has been identified as the champion for ITS for Transit, Van pools, Car pools and bicycle modes of travel. Co-ordinate and work closely with ITS champion for the Region. Establish an ad-hoc committee and conduct meetings every three months. Promote integration of alternative modes of travel and development of online trip planning services. D. Next Steps This Region 4 ITS Strategic Implementation Plan is a consolidation of all planned/desired ITS projects for CDOT Region 4. The objective of this plan is to provide a single resource that Region 4 stakeholders can utilize to effectively manage the implementation of the ITS Program in Region 4. This plan should be referenced not only during the planning, programming, design, and construction of ITS projects, but also during the planning stages of non-its related projects to leverage design and construction resources where possible. 55