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Intelligent transportation system plan for Dade County

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Material Information

Title:
Intelligent transportation system plan for Dade County
Physical Description:
68 p : ill. ; 28 cm.
Language:
English
Creator:
Pietrzyk, Michael C
Burris, Mark Whitman, 1970-
Metropolitan Planning Organization (Metropolitan Dade County, Fla.)
University of South Florida -- Center for Urban Transportation Research
Publisher:
:
Metro-Dade Metropolitan Planning Organization
Place of Publication:
Miami, Fla
Publication Date:

Subjects

Subjects / Keywords:
Intelligent transportation systems -- Planning -- Florida -- Miami Metropolitan Area   ( lcsh )
Intelligent transportation systems -- Planning -- Florida -- Dade County   ( lcsh )
Intelligent transportation systems -- Public opinion -- Florida -- Miami Metropolitan Area   ( lcsh )
Genre:
bibliography   ( marcgt )
non-fiction   ( marcgt )

Notes

Bibliography:
Includes bibliographical references (p. 98-103).
Additional Physical Form:
Also available online.
Statement of Responsibility:
approved by Metro-Dade MPO Governing Board.
General Note:
"Plan prepared by Michael Pietrzyk and Mark Burris"--T.p. verso.
General Note:
In cooperation with the Center for Urban Transportation Research, University of South Florida.
General Note:
"February 1997."

Record Information

Source Institution:
University of South Florida Library
Holding Location:
University of South Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
aleph - 029923966
oclc - 37429741
usfldc doi - C01-00067
usfldc handle - c1.67
System ID:
SFS0032187:00001


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Full Text

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Intelligent Transportation System Plan for Dade County Approved by: Metro-Dade MPO Governing Board February 1997

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METRO-DADE ITS STEERING COMMITTEE MEMBERS Jose-Luis Mesa, Chairperson MPO Giovanni Batista Dade League of Cities John DeBenedictis FDOT Turnpike Division BobJanosi Dade County Public Works Dept. Sylvan Jolibois FlU Lehman T ransportation Center Bob Owen Dade County Public Works Dept. Bob Williams Dade County Public Works Dept. Dong Yoder Dade County Dept. of Env ironmental Resources Management Armando Vidal, P.E. County Manager Plan prepared by: Michael Pietrzyk, P .E. David Daniels Tri-Rail Jose Guerrier Stein Gerontological Institute Arvind Kumbhojkar FOOT District 6 Terry McKinley MDTA Carlos Roa MPO Rory Santana FDOT District 6 Senior Research Associate and ITS Program Manager and Mark Burris Research Associate Center for Urban Transportation Research College of Engineering University of South Florida 4202 E. Fowler Avenue, ENB 118 Tampa, Florida 33620-5350 Phone (813) 974-3120 Fax (813) 974-5168

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Metropolitan Planning Organization Governing Board Gwen Margolis, Clualrperson Voting Members James Burke Dennis Moss Jimmy Morales Pedro Reboredo Bruce Kaplan Gwen Margolis Miguel Diaz de Ia Portilla Betty Ferguson Miriam Alonso Katy Sorenson Jav ier Souto Barbara M Carey Natacha Millan Raul Valdes-Fauli NonVoting Members : Jose Abreu Armando Vidal, P.E., County Manager l'lanuiag Council Patricia Braynon John Martinez Chester Colby Ana-R.ijo Conde Gary Dellapa Carmen Lunetta Bruce Offord Guillermo Olmedillo Servando Parapar John Renfrow Jeff Jackson Kathryn Wilbur Pedro G. Hernandez John Martinez Voting Members Chairperson, Assistant County Manager Flori da Department of Transportation Metro-Dade Transit Agency Dade League of Cities Florida Department of Transportation Dade County Seaport Department Florida Department of Environmental Protection Planning Development and Regulation Dade County Expressway Authority E nvironmental Resources Management Tri-County Commuter Rail Authority Dade County School Boazd Dade County Public Works Department Florida Department of Transportation MPO Secretariat Jose-Luis Mesa Stephen P. Clark Center Suite 910 Ill N .W. First Street Miami, Florida 33128-1970 (305) 375-4507

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Table of Contents Executive Summary ....................... : . . . . . . . . . . . . . . vu GlossaryofTerms . .... .... .... ........ ... .............................. ix 1.0 Plan Outline ......................... . .......................... ..... . I 1.1 ITS Plan Objectives ....................... .................. ....... I 1.2 Overview of Intelligent Transportation Systems ...... ....... ....... . . 2 1.3 The National ITS Program ........................................... 3 1.3.1 User Services .................... ........................... 3 1.3. 2 Operation TimeSaver ........... ... ............ . ......... 4 1.3.3 Fwtding ............ .... .... ............................... 5 1.4 Florida's ITS Programs ... . ............................... ..... ... 6 1.4.1 District Four's Plan .......................................... 7 1.4.2 ITS Florida .................................................. 8 1.4.3 Southeast Florida Intelligent Corridor System (ICS) ................. 9 1.5 The Local Perspective ..................................... ......... 9 2.0 Dade Cowtty ITS Themes and Performance Measures ....... ................. II 3.0 ITS Organizational Structure ....... . . . ...... . ..... . . .... ..... .... 16 4.0 The ITS Planning Process ... ..... . . ..... .... ....... .......... .... .... 19 4.1 Five-Step ITS Planning Process ......... ............................. 19 4.2 The Grandfather Clause .......................................... . 22 5.0 ITS Project Priorities .................. ............................. ..... 23 5.1 Identification of Congested Roadway Corridors ..... ........... . . . ... 23 5.2 Identification of User Services Applicable to Dade County ........ . .... 26 5.2.1 Travel and Transportation Management ...... . .... ...... . . 26 5.2.2 Travel Demand Management .... .... ........ . .............. 29 5.2.3 Public Transportation Operations ... . ........................ 30 5 .2.4 Electronic Payment . . . ................ .................. 31 5.2 5 Emergency Management .................................... 32 5.3 Project Tables . . ..... . . ...... . ..... .... .... .... .......... . 32 5.4 Dade County ITS Project Descriptions ...... .. .. .................. .... 68 5.4.1 Integration of Autonomous Control/Management Centers ........... 68 5.4.2 Advanced Traffic Management System .......................... 69 5.4.3 Freeway Management/Ramp Metering Systems .................. 72 5.4.4 Regional Characteristics ..................................... 72 5.4.5 Incident Management Programs . . . . . ............. ...... 73 IV

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5.4.6 Traveler Information Systems ........ ... .... ........... . .... 75 5.4 7 Electronic Toll Collection (ETC) Systems ................... ... 76 5 .4.8 Electronic Fare Payment Systems . .............. . .......... 79 5.4.9 Transi t Management Systems ....... ... ....... . . ......... 79 6.0 Public Involve m e n t and Education Program ... ... ..... . .... . . ....... .... 81 6.1 Objectives ............. ........................... ........ ...... 8 1 6.2 Survey Resu l ts and Discuss i on ......... .............. . . . . ...... 84 6.2. 1 Survey of Organizations ..... ....... ......... . ............. 84 6 2.2 S urvey o f E l derly ........... .... . ....... : ............. . 86 6.3 Summary of Resu lts . .... ..................................... . 86 6.4 Identificat ion of Dad e Coun ty Institutional Issues ....................... 87 6.5 Recomme nd ations f o r Public Invo l vement and Education ......... . . . . 90 7.0 Public-Private Partnerships . ..... . . .... ....... .... ......... . .... ... 92 7 1 Partnerships Objectives ............ .. ...... . .... ....... ....... 92 7 2 Participation Ince ntives .......... .... . ..... . . . . . . ....... 93 7.3 Information Technology Department (lTD) ..... . ... . . . . ....... 94 8 0 Conc lus ions and Recommendations . . ............. . ............ ....... 95 E ndno t es .... . . ........ ..... ............................. .... .... ....... 97 Biblio gra p hy ................................ ....... ..................... . 98 A ppe ndix A: ITS Vendors, Consultants and Co n tacts ... . . ....... . . . ....... 1 0 4 Appe n di x B: S tee ring Committee Interview Results .............. . . . . . . ....... 117 Append ix C: Public Involvement and Education P rogram .................. . ..... 126 v

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List of Tables Table I: ITS Federal Funding ................... ................................ 6 Table 2: The Ten Most Congested Cities in America ................................. II Table 3: Passenger Trips per Capita ..................................... . ...... 13 Table 4: Dade County Transit Corridors ......... .... . ............. ......... . 24 Ta ble 5: ITS User Services ...... ............ ........... . .... .............. 27 Tab l e 6: 1 Project Summary Table ......... .... .............. ............... 34 T able 7: Palmetto (SR 826) Project Summary Table ........ . ....... : ............... 37 Table 8: Don Shula Expressway (SR 874) Project Summary Table . . ............. ..... 41 Table 9: Kendall Drive (SR 94) Project Summary Table ........ ......... .......... . 44 Table 10: Dolphin Expressway (SR 836) Project Swrunary Table ........... . ....... . 46 Table I 1: AlA Project Summary Table .......................................... . 49 Table 12: Bird Road (SR 976) Project Summary Table ................ .............. 52 Table 13: Tamiami Trail (SR 90) Project Summary Table .......................... . 54 Table 14: US 1 Project Summary Table .......... . .... . ............... . .... 56 Table 15: NW 36th Street Project Summary T able ............ .... ....... . .......... 59 Table 16: Okeechobee Road (US 27) Project Summary Table . . ............ ......... 61 Table 17: General Projects Summary Table ... . ............ ..... ......... ....... 63 Table 18: Swrunary ofiTS versus Conventional Investments ........... .... .......... 67 Table 19: Survey Respond ents ... .... ..... .... ................ . ............. 85 Table 20: Respondents Familiarity with ITS ... . ..... . .......................... 85 List of Figures Figure I: Recommended ITS Program Organization ............... . .... ............ 17 Figure 2: ICS Management Structure ............................................. 18 Figure 3: The ITS Planning Process ........ . ........ ........... ............. 21 Figure 4: Congested Roadway Corridors in the Miami Area ................. ...... . 25 VI

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The Local ITS Program The ITS Planning Process ITS PLAN FOR DADE COUNTY EXECUTIVE SUMMARY The introduction of an Intelligent Transportation System (ITS) element as part of the Transportation Plan of Metropo litan Dade County offe r s a much-needed complement t o existing and planned transportation capacity and safety improvement projects ITS applies advanced technology alternatives to transportation problem-solving, a ll owing for enhanced mobility along existing or newly constructed transportation facilities. I t offers the precision of real-time i nformation for more efficient and safe trip malting. Metro-Dade's n ew Advanced Traffic Management System (ATMS), an Automated Vehic l e L o cator (AVL) System for the county's Transit Agency, the Southeast F lorida Intelligent Corridor System (ICS) being developed by the Florida Department of Transportation, Electronic Toll Collection (ETC) facilities to be installed by the Dade County Expressway Authority and the Florida Turnpike and traveler information kiosks to be located at travel points such as the Miami International Airport and the Port of Miami, are example s ofiTS projects to be locally deployed soon. Local ITS related activit ies must be fully coordinated. In preparing this Plan, the Metro-Dade Metropolitan Planning Organization (MPO), working in partnership with local transportation agencies, has undertaken a leadership role in assuring that the proper level of coordination and accountability is established and maintained in the implementation of the local ITS program. This plan introduces ITS as an important transportation program element and provides preliminary information about the additional projects needed and the estimated costs of implementation. As the Plan is regularly updated, the benefits ofiTS will be documented and performance meas u res of specific ITS benefits will be identified. Miami is one of the few trul y intermodal cities in Florida and it is important to capitalize on that fact to promote the efficient use of all transportation modes. With Metrorail, Metro Mover, Tri-Rail and a fleet of over 600 buses, the Miami area has considerable altematives to the car available. A goal of the ITS program is to make mass transit modes more attractive to all potential users in add ition to facilitating area vehicle traffic. A common, consistent process for identifYing, selecting, and monitorin g performance of ITS projects is defined in the Plan Public private partnership opportunities and cost-sharing options are identified as well The Plan identifies implementation strategies for ITS projects, by time frame (immediate short-term, mid-term and long-term). ITS needs were determined based on area-wide and site-specific (corridor) assessme n ts. The ITS Plan will be integrated with the area s overall transportation planning process and tr ansportation management programs, and as such it will undergo VII

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Potential for Success and Next Steps regular updates, and will require extensive public involvement It should be noted that ITS is not a technology looking for an application but rather a tool to improve or help maintain existing investments in transportation infrastructure. To examine the needs and applicable ITS strategjes, Dade County was divided into major travel corridors The focus of the ITS Plan is on immediate and shortterm improvement projects which offer the greatest potential benefits. The approved urban area Transportation Plan already outlines a ITS investment of approximately $300 million for the next twenty years. Most importantly, about 42 percent of this total ($I 27 million) has already been progranuned in the current 5-Year Transportation 'Improvement Program. The success of ITS deployment in the Miami Metropolitan Area not only be drive n by the level of technological advancement, efficient integration, and cost-effectiveness of projects but also by the level of community support for such project s Thus the feasibility and therefore derived benefits, ofiTS projects in Dade County will be highly dependent on support from municipalities and interested local groups. Government agencies are fmding it i ncreasingly difficult to fund transportation projects, particularl y ITS applications which are relatively new and still attempting to prove themselves worthy of funding. I t is also very important to consider the private sector for financial and technical assistance. Finally, five "action items" are also recommended in the Plan. First, the Metro-Dade MPO Board should formally approve this Plan. Second, the ITS Steering Committee should continue to meet periodically to discuss ITS issues and monitor progress toward targeted goals Third, several more key constituency members should be recruited to serve on this Committee. Fourth, an ITS education and public involvement program should be initiated by the MPO. Fifth, the initial ITS project description tables presented in this Plan, should be reviewe d and updated (as necessary) at least on an annual basis viii

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Glossary of Terms APTS Advanced Public Transportation System This term encompasses all of the ITS applications as applied to public transportation systems and vehicle fleets such as A VL on the transit fleet to give dispatchers accurate location information. ATISAdvanced Traveler Information Systems Devices to inform travelers in r eal-t im e of road conditions, routes to take, construction zones, etc., improving their trips. A TMS Advanced Traffic Management Systems Genera ll y, this term indicates applying advanced technologies to the traffic signal system In particular, computerizing the signal timings and linking major travel corridors so that they are adaptive to traffic. Also includes video monitoring and surveillance and variable message signs A VI Automatic Vehicle Identification The process by which a vehicle is uniquely identified any action required by the driver or an observer as i t passes specific points. Used in conjunction Mth ETC. A VLAutomatic Vehicle Loca t ion Using various technologies, a vehicle's exact position can be determined in real time For example a satellite r ece i ver can be placed on a bus and at any time the transi t management center can locate the bus using a global positioning satellite. CVOCommercial Vehicle Operations Those ITS activities r elated to commercial vehicles such as automatic pre-clearance at weigh stations weigh-in-motion, etc ETC Electronic Toll CoUection Using various forms of conununication devices, a vehicle's identity can be automatically identified while it drives past a toll booth at highway speeds. The account linked to that vehicle is then debited for the amount of the toll. ETTM-Electron i c Toll and Traffic Management This is an extension of ETC. It includes monitoring traffic using the same communications devices used to collect the tolls. It can yield real-time, hlghly accurate, traffic data by utilizing transponder-equipped velticles as traffic probes. FHW A Federal Highway Administration Federal Department of Transportation IX

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HAR-HATHOVITJ-ITSLOSHighway Advisory Radio Dedicated radio stations advise travelel"S of conditions along various routes. Highway Advisory Telephone Dedicated telephone serv i ces that advise travelers of conditions along various routes High Occupancy Vehicle In a broad sense, any vehicle with more than one person in it. Intelligent Transportation I nfrastructure The infrastructure upon which ITS user services will be based. An example would be fiber optic cables to carry traffic information from the surface streets to traffic control centers so that the traffic signal timings can be computer controlled. Intelligent Transportation Systems (formerly In t elligent Vehicle Highway Systems IVHS) The use of advanced technologies to enhance the existing transportation infrastructure. Examples include computerized traffic control signal timing and electronic toll collection Level of Service A term that indicates the congestion level on a highway ranging from A t o F. A LOS of A indicates no congestion; a LOS ofF indicates the road is over capacity and highly congested. LRP Long Range Plan SOV Sing l e Occupant Vehicle A vehicle with only one person --the driver --in it. SunPassProposed ETTM program for Florida s Turnpike, currently scheduled to begin in late 1997 TIPTransportation Improvement Program UPWP Unified Planning Work Program VES Video Enforcement System VMS-A system using video cameras to enforce toll payment in ETC toll booths. Variable Message Signs Large, programmable signs along the highway that indicate to motorists special incidents, construction, or problems along the roadway X

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1.0 Plan OutUne This document describes the comprehensive plan developed for the future of intelligent transportation systems (ITS) in Dade County. Included in this Plan is an overview of ITS in general, in the U S in Florida, and in the Dade County area. ITS projects affecting Dade County planned or underway in Florida, Broward County, or Palm Beach County are briefly described. Section I also examines the purposes behind developing this comprehensive plan. Some of these purposes include the need for better inter-agency coordination, public accountability and public support. Section 2 explains ITS "themes" I goals in Dade County. Section 3 details recommendations on the organization ofiTS in Dade county. lbis includes ITS program managers, committees and citizen organizations' roles in the development oflTS in Dade County. Section 4 examines the required planning process needed in order to incorporate ITS programs into Dade County's p l ans, including the Long Range Plan (LRP), Unified Planning Work Program (UPWP), and the Transportation Improvement Program (TIP). It also examines how these planning mechanisms may link to the Southeast F l orida Intelligent Corridor System (ICS) Program. Section 5 first examines the critical transportation needs of Dade County, and then examines what ITS user services are most appropriate for use in the county. The area is then broken into roadway corridors and each corridor is examined in depth to determine: its predicted level of service (LOS); what conventional projects are already slated for the corridor; the I T S projects that are already planned for the corridor; the time frame for implementing the conventional and ITS projects; any further ITS recommendations for each corridor; an order of magnitude cost for the ITS and conventional improvements; and agency responsibility for the ITS projects. Section 6 examines the public involvement and education program for ITS in Dade County. Section 7 details some opportunities and methods for encouraging the private sector to become involved in ITS. This section includes ideas to initiate public-private partnerships and has a corresponding appendix listing contacts in the private industry. Section 8 offers a summary, conclusions, and most importantly, recommendations on how Dade County should proceed with ITS projects in the future. 1.1 ITS P la n Objectives This comprehensive Plan has four main objectives. The first, and most important, is to coordinate ITS project p l anning and integrate it with the area' s overall transportation planning process. Without this coordination little progress can be made in ITS in the county. It is critical to have an effective way of deve l oping, coordinating and getting ITS projects initiated and deployed as a result of this plan. The exact projects and their details are already examined to an extent in the ICS Program, I

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therefore an acceptable method of deploying ITS projects is the most important element. In conjunction with this coordination of projects, this Plan will provide general policy planning in ITS. Related to coordinating the ITS projects, the Plan also seeks to obtain and sustain overall support for ITS, incl uding support from the private sector The benefits of ITS will be examined so that the agencies involved (public and private) and the general public will be able to clearly see the benefits of ITS. Titis Plan will also be readily available to the various agencies to show that there is a specific plan of action for IT S in Dade County further encouraging support and participation. The final objective of this Plan centers on the public. The MPO must provide accountability to the public for all of its spending, including investments in ITS. This Plan examines how to best invest in ITS and how to inform and invo lve the public in order to achieve public accountability. 1.2 Overview of Intelligent Transportation Systems Intelligent Transportation Systems (ITS)-formerly Intelligent Vehicle Highway Systems (IVHS) involve the application of advanced technologies to improve transportation systems These technologies typically include information processing, communications and electronics. These systems have the potential to significantly reduce traffic congestion, enhance mobility, improve safety, decrease delays, and reduce environmental pollution at a fraction of the price of constructing new highway infrastructure. The FHWA estimates a nationwide investment of $150 billion in conventional transportation infrastructure is needed over the next ten years to maintain our current roadway levels of service However, it is estimated that $10 billion worth of!TS investments will accomplish two-thirds of what is needed. ITS systems face numerous obstacles in the i r path to wide scale deployment. Possibly the most common, and most difficult, obstacle is institution issues, which involves the coordination of multiple agencies in multiple jurisdictions, that are part of one transportation region. Coordination between these agencies is critical to the success ofiTS due to the unconstrained, open ended nature ofiTS. ITS does not conform to traditional boundaries but is multi-jurisdictional ITS projects will 2

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typically cross numerous boundaries as they attempt to integrate and communicate traffic information over a lalge area Therefore, part of this Plan will be to better coordinate Dade County's I TS plans with National and State ITS activities outlined below. 1.3 Tbe National ITS Program The Federal Highway Administration's (FHW A) Joint Program Office (JPO) bas taken a strong role in the development, and more recently, wide scale deployment, of ITS. The federal role is now focused on the deployment of the communications backbone and the infrastructure required for ITS user services. The USDOT will also encourage public-pri vate partnerships, help to develop the public and private transportation data, partner with the public and private sectors to promote and test ITS, establish an intelligent infrastructure, ensure national compatibility, and manage the national ITS program. 1.3.1 User Services The USDOT has broken ITS into 30 different user service categories to better defme and organize ITS spending, research and deployment. These categories are based on the benefits users derive from the variou s technological applications. Section 5.2 describes these services in depth. To foster more public/private partnerships the USDOT, in conjunction with State DOTs and local chapters oflTS America, held six public/private partnership workshops in 1995. These workshops helped the private sector understand the potential benefits oflTS and partnerships. These workshops are a good indication of the importance the Federal Government places on private sector participation in ITS. A $20 million, three-year project to develop a national system architecture was completed in the summer of 1996. Four industry teams attempted to produce an open national syste m architecture. Of these four architectures the most promising two (by Lora! Federal System G r oup and the Rockwell International teams) were chosen to be integrated and refined in order to produce a final product This effort is partially complete, with some user service architectures well defined. This effort display s the USDOT s commitment to insuring national compatibility in ITS To manage the National ITS program, IVHS America (now ITS America) was created ITS America acts as a federal advisory committee to DOT on ITS issues The Joint ITS Program Office was also created to oversee all of the department of transportation ITS activities, including those of the: Federal Highway Administration (FHW A); Federal Transit Administration (FTA); National Highway Traffic Safety Administration (NHTSA); and Research and Special Program Administration (RSPA). 3

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1.3.2 Operation TimeSaver In Janwuy 1996, the USDOT announced a new initiative, Operation TimeSaver, which is designed to expedite the process of installing ITS in the nation's metropolitan areas. It will accomplish this goal by encouraging Intelligent Transportation Infrastructure (ITI) be installed in the 7 5 largest metropolitan areas around the countiy. The ITI focuses on nine fundamental systems that must be able to communicate with one another. The architecture for this communication is in the development stages now, and is set to be finalized in the summer of 1996 It is critical that the various systems communicate so that the information gathered by each can be used by all systems vastly increasing the capabilities of!TS as a whole. These nine systems include: Since Miami is one the 75 largest metropolitan areas, the USDOT will encourage the infrastructure to be in place in Miami to accommodate these systems within ten years. Operation TimeSaver also includes a national ITS model deployment to be showcased in two to three cities. These model cities will install all of the above infrastructure, plus the user services based upon the above, to serve as examples to the rest of the countiy. Miami was one of two dozen cities to submit an application to be considered as one of these model cities. Operation TimeSaver also calls for increased outreach to state and local offic.ials to ensure the purchase of forward compatible equipment. As old systems become outdated and obsolete, local governments need to purchase new equipment that will be compatible and will integrate smoothly with ITS, whether or not ITS is already installed. There will also be a professional capacity building program to ensure a trained ITS professional workforce. This service will be provided to municipal and state governments at a cost. 4

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Recently, the Environmental Defense F und (ED F) along with several other organizations wrote a letter to the DOT. This letter lists several suggestions to help Operation TirneSaver become a reality. The EDF felt that Operation TimeSavet was disconnected from "what is happening in the metropolitan planning and programming process of expending state and local dollars and leveraging federal do1lars."2 Several of the suggestions included: have the DOT promote fair competition between ITS and conventional highway system expansio n strategies; withholding funds to conventional transportation infrastrUcture expansion projects that have not given serious consideration to ITS alternatives; highway expansion projects that have been "shelved" for several years should be reexamined with a focus o n how ITS could enhance the project; the DOT and Environmental Protection Agency (EPA) should take further action to help transportation agencies get credit for using ITS to improve air quality; and there should be greater ITS outreach, training, and public involvement. It was also suggested that this training be done through ITS fe11owship programs at MPOs. These suggestions are clearly aimed at increasing the role of ITS in transportation projects through practical methods namely funding mechanisms. 1.3.3 Funding Federal funding for ITS projects is currently focused on deployment and operational tests that lead directly to deployment. Other funds for infrastructure come from Federal-Aid programs like the National Highway System (NHS), the Surface Transportation Program, and the Congestion Mitigation and Air Quality program. ITS funding for fiscal year 1996 includes $113 million from JSTEA and $109.78 million from general funds. General funds are categorized in Table l. Cities with some, or all, of the nine systems listed under Operation TirneSaver will clearly have an advantage in becoming one of the Operation TirneSaver model deployment sites. Miami is we11 on the way to having the required infrastructure in place (ATMS, Freeway incident management systems, incident management programs, emergency response systems, ETC, electronic fare payment systems, A VL for transit see section 5.4 ). According to the FHW A, the funding may not come in the first year when only two to three ITS model cities will be chosen, but more funding is expected for the following year and it may be spread among more cities. 5

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Table 1: ITS Federal Funding Research and Development 24.48 ITS Operational Tests 32.50 Commercial Vehicle Operations 14 .50 Automated Highway System 14.00 Advanced Technology Applications 0.00 Program and Systems Support 11.30 Priority Corridors 0.00 Crash A voidance R esearch 13.00 Trailblazer initiative 0.00 Total ITS 109.7 8* *Of this $109 78 million $40.95 is eannarlced for projects like the 1-10 Mobile, Alabama Causeway (S3 million) an d the Greenl ight CVO Orego n ($7 million). 1.4 Florida's ITS Program s Florida's ITS plan is summarized i n the docwnent Florida ITS Conceptual Plan (Operations Perspective). This plan defines both short and long term ITS projects and goals for the state. It summarizes statewide objectives and plans, and details each district's ITS existing and future projects 6

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The four main recommendations made by the plan include: The Main Recommendations of Florida's ITS Plan 1.4.1 District Four's Plan Due to FDOT District Four's proximity to Metro-Dade (District Four includes Broward and Palm Beach Counties amongst others) it is important to examine ITS projects in this district and what impact they may have on the Metro-Dade area. Ex i sting and committed ITS systems include an advanced traffic control system, incident management, emergency notification and personal security, A VL for transit systems, and en-route driver information. T he traffic signal systems proposed for the more densely developed areas in Palm Beach and Broward Count ies will incorporate fiber optic communications technology. This will allow traffic data from the surface streets to be rapidly collected and used for such future ITS services as VMS, ramp metering, and traffic adaptive signal timings. T here are also motorist aid call boxes installed on some of the more heavily traveled routes. Near term ITS plans in this District include freeway incident management teams and service patrols, traffic adaptive signal systems, VMS, advanced public transpOrtation systems (APTS), and ETC on the part of the Turnpike that runs through the district. Palm Beach County has already begun the installation of surveillance cameras along 1 95 offramps-starting with Belvedere Road. Long term objectives include detour route timing plans wide-scale CCTV surveillance (90 cameras in Palm Beach County alone), freeway operations centers, rainp metering increasing the number and coverage area of the advanced traffic management system (ATMS), and a real time public t r ansportation database and user interface. Although only a limited number of North-South routes carry significant traffic between Broward and Dade Counties (Florida's Turnpike, 1-95, US I and AlA), it is still critical to ensure 7

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compatibility between ITS systems in the counties. For example, ETC along F lorida's Twnpike will be compatible between counties, but for the ease of drivers the systems should also be compatible with those proposed on the Venetian and Rickenbacker Causeways. Other examples of compatibility nec essities include: traffic data collection and dissemination. Compatibility will be essential when transmitting data to in-vehicle navigation systems, user kiosks, or any data retrieval site as these sites will often require data from all three counties. En-route driver information (VMS in particular) will offer more meaningful messages to motorists if the message displayed can take into account traffic conditions in the entire area; incident detection and management. If data on incidents is rapidly disseminated to the proper authorities in the entire area then incidents occurring near county lines can be dealt with more efficiently and in a more timely manner; and for the longer commutes, particularly from Palm Beach and Broward Counties to downtown Dade County, all ear/van pooling that occurs will significantly reduce total vehicle miles of travel. The compatibility problem is addressed in Section 3.0-ITS Organizational Structure and Section 5.4-Dade County ITS Project Descriptions. Briefly, it is necessary to ensure the correct technical experts involved in each project remain in contact with one another. These experts would ensure that all projects would be compatible and when problems arise bring them up to the project leaders and the ITS Steering Committee. 1.4.2 ITS Florida As part of the state's commitment to ITS, Florida developed a state chapter of ITS America in April of 1994. ITS Florida was the first official state chapter and has a very active and growing me mbership. Yearly meetings attract more than I 00 attendees with many vendo r presentations available for examination. Current efforts include a membership drive throughout the state and organizing an advanced technology seminar on smart cards for Florida transit system operators. The primary goal of this organization is to distribute ITS information to people and organizations throughout the state including elected officials, transpOrtation professionals, citizen groups, and even school children In fact: The mission of ITS Florida, as a chartered state chapter of II'S America, is to foster the application of ITS solutions in Florida by sharing ideas and timely information with our membership, stimulating public-private parmerships. advocating ITS deployment, offoring guidance to policy makers, and encouraging interest and support of ITS throughout the state. 1 8

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Becoming involved in ITS Florida is therefore important for a representative from Miami, and for the MPO to rake full advantage of this service. See Appendix A for information on contacting ITS Florida. 1.4.3 Southeast Florida Intelligent Corridor System (ICS) The largest ITS effort in the State of Florida is the ICS Program, run by the FOOT District 6 Office. This program encompasses Palm Beach, Broward and Dade Counties and "emphasizes providing integrated user services of travel, traffic, public transportation, and emergency management."' To date, field testing and deployment has occurred along the I-95 corridor in the Golden Glades area. Nevertheless, the lCS organization is in place and a comprehensive plan has been deve loped for ITS possibilities in transit, on freeways, and on signalized streets throughout the three county area The four main goals of the res Program are as follows:' The ICS has already examined current and future roadway conditions, developed an ITS management structure, listed all applicable ITS user services for Dade County, derived both the costs and benefits for the various ITS activities proposed, detailed how each system should work, and what benefits it is expected to deliver. The !CS is a comprehensive ITS Program for Dade County, but some critical elements need further definition. These elements include multi-agency coordination and responsibility, a public involvement/participation plan, and ITS project selection rationale. This Plan is intended to supplement the res Program, particularly in these critical areas. 1.5 The Local Perspective A critical step for IT S is to involve all levels of government, especially local governments. "Because state and loca l governments are directly responsible for construction, operation, and maintenance of the transportation systems in their jurisdictions, they have a major role in how ITS deployment will rake shape. "6 1his reliance on local governments in deployment of ITS technologies has fostered the creation of the Local Government Intelligent Transportation Systems Program. 1his program is administered 9

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by Public Technology Inc (PTI), which is an ann of the national local-government organizations of the: National League of Cities; International City/County Management Association; and National Association of Counties.' The goal of this organization is to increase local government's awareness and use oflTS. The two year program began in 1994 and is in collaboration with the U.S.DOT. The Metro-Dade MPO has been an active participant in this program. Metropolitan Planning Organizations also play a strong role in the advancement of ITS as a result of JSTEA. According to National Program Plan for ITS, MPOs are responsible for deploying ITS infrastructure based on local needs, priorities, and decisions, particularly in the areas of congestion management and air quality standards managemenl. These broad new assignments place MPOs, working together with state and local governmenls, in a strategic position to advance rrs. 8 Despite the clear need to coordinate ITS at a local level ITS plans conceived and developed at the local level are extremely rare. Local ITS plans are critical to the success of!TS programs and this position has been reinforced during the creation of this plan. Although the ICS Program was extremely comprehensive, it has met with limited success to date, in great part due to Jack of coordination, understanding, and support at the local level. 10

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2.0 Dade County ITS Themes and Performance Measures The Miami urbanized area is the fourth most congested area in the country and in desperate need of congestion relief Table 2 shows how the worst congested areas of the country rank (any area with a roadway congestion index value above one has undesirab l e levels of congestion'). This level of congestion explains why so much time, energy, and money h as already been spent on ITS in the area. The State ITS Plan includes a great many more proposed projects for this area than any other, and the ICS Program is one of the larger ITS programs in the country I Los Angeles, CA !.54 2 Washington DC 1.36 3 1.33 5 Chicago, I L 1.28 6 San Bemardino-Riv, CA 1.22 7 San Diego, CA 1.22 8 Seattle Everett, W A 1.22 9 Detroit, MI 1.19 10 Atlanta, GA 1.17 I: Annual Report Transportation projects, and therefore funding have traditionally been separated into one of three categories; capital (construction of new highways), operational (electricity to traffic signals) and maintenance (pothole repair). It can be argued that ITS can fit into all three categories simultaneously and should therefore seek funding from each category. Since ITS is expected to preserve mobility and safety in over-congested travel corridors, this will be the primary theme for ITS in Dade County ITS funding can come from a variety of sources for numerous plllp(lses I I

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including Federal-Aid programs like the National Highway System (NHS), the Surface. Transportation Program, the Congestion Mitigation and Air Quality program, ISTEA, general US DOT funds, researeh funds, FOOT, and local funding options. This array of funding options makes it important for ITS supporters to keep abreast of, and pursue, the many funding possibilities that will become available. Additionally, once ITS projects are deployed maintenance funding is often overlooked. Including operation and maintenance funding for deployed ITS projects is critical, just as it is for traditional highway infrastructure projects. The first ITS "theme" for Dade County is preserving mobility and safety. Despite the fact that Dade County is already the fourth worst congested city in America, the streets niay become much more congested. Dade County is expected to experience rapid growth over the next few years and simply maintaining the current level of congestion may be difficult. Thus, ITS projects for the area should attempt to preserve mobility and safety. Since Miami is one of the few truly intermodal cities in Florida, it is important to capitalize on that fact to reduce dependance on the private automobile. Thus the second theme focuses on promoting intermodalism. With Tri-Rail, MetroRail (both conventional rail passenger trains), MetroMover (automated guideway transit) and a fleet of more than 600 buses, the Miami area has considerable alternatives available to the car. One of the goals of ITS must be to make these other modes more attractive to passengers. One way ITS can contribute is to give the traveler real time information on the status/location of the public transit vehicle he/she is interested in taking. This information should be readily available wherever the transit user finds it most convenient, be it in their homes, offices, at transit stops or on the transit vehicles themselves The third theme is again focused on public transportation. Table 3 shows one of the primary measures of effectiveness of transitpassenger trips per capita per year. The table compares Miami and its peer transit organizations. Peer transit systems are based on many factors, including population of the city, density of the population, size of the transit system, modes available, and route miles. From the table it is clear that the Miami transit system has a large potential for ridership growth. ITS improvements to the system must attract new users by making the system better through such things as real time transit information and personalized transit service. 12

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Atlanta 59.49 Detroit 57.70 Portland 55.37 Pittsburgh 42.55 Baltimore 40.36 The final theme is focused on a significant part of Miami's economy-tourism. In 1994, fifteen million passengers arrived at Miami International Airport, overnight visitors spent over $1 million on local transportation, and the total impact of tourists was estimated as $13.4 billion do11ars.11 Due to the large number of tourists it is important to make their travel as smooth and efficient as possible ITS should make their travels as easy as possible, informing them of the quickest and easiest routes to reach their destinations, preventing the hazardous driving maneuvers often perfonned when the driver is lost. This will encourage them to return to the area while improving traffic flow. This can be accomplished through the use of in-vehicle navigation devices, some of which are available now at car rental agencies in the Miami International Airport. 13

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There are many methods and statistics that can be used to measure progress on the above themes/goals, yet it will be diffic ul t to determine how much progress is directly attributable to ITS. Despite this difficulty it is important to measure and keep track of certain statistics for the transit oriented themes, such as: average number of passengers/ridership on various routes; percent of mode transfers to transit; average vehicle occupancy along the routes; number of complaints stemming from vehicles not be in g on time; park and ride lot usage; and average daily traffic along the routes. Analyzing statistical trends on transit routes that have installed ITS and comparing them to routes that have not installed ITS may be one way to track the success of any ITS improvements. However growth in transit and automobile usage along a given route is influenced by many factors other than ITS--particularly housing and employment growth Despite the above difficulties it is important to measure and keep statistics on transit usage. This allows Metro-Dade Transit Agency (MDT A) and the Tri-County Commuter Rail Authority (TCRA) to set concrete goals and measure progress towards these goals. Two goals that this Plan would like to encourage for those routes are as follows: an increase in transit ridership of 15% over the next 3 years; and a decrease of30 percent in the number of complaints from riders due to transit vehicles not being on time over the n ext 3 years. A VL will increase MDT A s ability to track the location and corresponding arrival time of transit vehicles at specific stops. This in tum should improve scheduling abilities and improve "on time performance." To determine the exact impact of ITS on tourism will be difficult. T ourism is affected by a multitude of factors-many more critical than ITS Nevertheless, since detailed tourism figures are recorded and many tourists are surveyed it may be possible to determine if ITS is making an impact. The main sourc e of information will be the Office of Tourist Research (in the Florida Department of Commerce). This office performs thousands of surveys on tourists every year and may have the capability to ask questions related to transportation and ITS If this is the case, it would be possible to the general perception of visitors tra v eling in the Miami area over time and determining if the use ofiTS makes a pos i tive impact on their travels. Other ITS performance measure targets in Dade County could include : significant reduction in queuing at all toll plazas that switch to ETC. This r eduction will be dependant upon current toll plaza configurations and the ETC configuration chosen. Generally, a goal of33% ETC usage during rush hours within the first couple of years of 14

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use is obtainable. 111is can lead to a second goal of a drop in average waiting time of at least 25%. at least a 30"/o reduction in the total recovery time between when an incident occurs and when the incident is entirely removed from the roadway. This will translate directly into saving travelers thousands of hours in congestion due to incidents. Titis clearance time can be recorded by the fre e way incide n t management team and tracked over time This goal \vill be realized in stages as more real time infonnation is avai lable, but should occur within 5 years. a reduction in the overall traffic congestion in the county. This can be measured using vehicle travel times on various key roadways in the county. Although dependant on the current congestion of the road, growth and development along the road, and the ITS installed along the route (to name a few), it is critical to obtain these average travel times. This will be one of the best ways to measure the impact ofiTS in an area. A minimum of a 10"/o travel speed increase within 2 years of an ITS improvement on a specific roadway should be set as a goal. The goals outlined above are realistic and should be measured carefully and tracked over time. Reaching these performance measure targets and proving ITS has improved travel in the county is the key to future funding for ITS projects. It also helps the MPO become more accountab le to the citizens as citizens can see, using hard numbers, exactly how their tax dollars are improving transportation. 15

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3.0 ITS Organizational Structure The proposed organizational structure for ITS in the area can be seen in Figure I. This chart has no arrows, just lines, as every path is multi-directional. Information and suggested projects can come from any member of any committee or individual and sent to any other for examination. However the general function of each committee or individual is outlined below. Since the ICS program is envisioned to form the backbone of all ITS activities in the region, it will serve as the focal point for ITS project coordination and integration At the top of the chart is the ICS Program Manager. This will be a full time responsibility, where this person is in charge of the day to day operations of!TS, other full time ICS employees, as well as having an input into the long term needs and goals ofiTS. The ICS Coordinating Committee will consist of the FDOT District 4 6 and 8 secretaries and the executive director of each county's (Dade, Broward, and Palm Beach) MPO. Not on this committee, but in close communication with i t, will be representatives from the Federal Highway Administration and Florida's Highway Patrol. This committee makes the ITS decisions for the three county area, and will take advice from the steering committee. This committee will meet only occasionally with the purpose of ensuring that ITS projects and programs in all three counties are proceeding according to plan. There will be three ITS project steering committees, one for each county. The ITS project steering committee for Dade County has existed for over a year now, but is still missing several key participants. These additional members are being actively pursued to complete the steering committee. These people include the appropriate representative from each of the following groups: Airport Authority; Seaport Authority; Bureau of Tourism (or someone who can represent the interests of tourists); and the Dade County Expressway Authority. The project steering committees will be responsible for many aspects of ITS in their respective counties, including developing the ITS project work schedule, developing ITS projects' cost effectiveness analyses as required for inclusion in the TIP and UPWP, keeping their organizations informed ofiTS activities in their organization and that may affect their organization, informing the other members of the committee ofiTS in their organization, keeping the standing committees well informed on all ITS activities, and recommending an ITS plan of action to the Coordinating Committee. 16

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( ICS Program Manager ) lCS Coonlinating Committee FOOT D..,.ict 4 FOOT -Di>lriot 6 Se=wy FOOT -District 8 Seaelal}' -Dade Cowuy Ml'O-Elade Co\11\ty i <;t MPO -FOOT -MOTA Tri-Rail -Dade County Depl Of Public Works =Rotating Chairman -regulation .. Bureau of Tourism Port Aulllorities E xpressway Authority -FlU Dade League of Cities DadeeoJnty :.:;. 'ITS StandiJlg 4 r J -' -Chamber of commerce -CTAC -Commercial mu:king -Meoro Traffic Control -Information Technology Depanment Police Media ITS vendors ITS consulllllts AAA Gold Coast Commuter Services South florida Regional Planning Council F igur e 1 : Re co mUiended ITS Program Organizatio n 17

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Users Advisory Committees Technical Co n sultant Signals Steering Committee County Managers, MPO Chairs, FDOT Secretaries, FHP, FHW A, SFRPC AdvisorY Committee FDOT Traffic Operations Engineers, County Traffic Engineers, Transit Representatives Po rt Representatives, CVO, FHW A FHP Technical Committees Transit Signs/HAR Media Figure 2: ICS Management Structure ICS Control Center South ICS Control Center North ICS Control Center Central ICS Control Center -Turnpike Many more . The l ast committee, the ITS Standing Committee, is made up of a persons representing organizations who need to be kept well informed on all ITS issues. Many of the organizations represented on this group will be directly and highly affected by ITS projects Also, having these organizations inform their membership about upcoming ITS projects will help to ensure the success ofiTS. For example, members from the media v.ill be on this committee, and through their respected medium inform the public of!TS projects, how they work, and their potential benefits. The res Program has already designed an organizational flow chart that includes Dade County. This structure is shown in Figure 2. The program organization developed in this plan follows this structure somewhat with the res Program manager an important part of the organizational chart. 18

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4.0 The ITS Planning Process The most significant underlying feature of!TS project planning is that all transportation agencies within Dade County have acknowledged the importance ofiTS. They must also be eommitted to ineorporating ITS project planning into the regular transportation planning process (i.e not separate ITS project selection), and evalua t e and select ITS projects each year as warranted, in eompetition witb other projects for available traditional transportation funding. ITS projects are e v aluated and selected by eonsensus of the ITS Steering Committee and the TIP Development Committee. ITS projects are warranted if they have successfully gone through the 5-step process (outlined below) It is anticipated that ITS investment will vary year by year--probably s m al l at first, the n gradually incr e asing the more benefic i al ITS proves to be. It is also very likely that in some years no new ITS projects will be warranted. Initial l y, ITS project funding will be based on available funds that come from traditional funding sources. As ITS beeome more acceptable, proven, and widely deployed throughout Dade County, new source s of funding and cost-sharing are expected to be identified (e.g., FHW A Joint Program funds cost-sharing from private industry, inter a gency eoop e rat ive agreements, congestion impact fees, etc ) 4.1 Five-Step ITS P lanning P r ocess While the ITS project planning p r ocess should be eon ducted at the same time and in the same manner as convent i onal transportation planning, somewhat differen t criteria are suggested for project se l ection. A five-step process very simi lar to the TIP project se l ection process, facilitates the project selection, prioritization, and ranking for stand-alone ITS related projects or conventional project enhancements with ITS A rank o rder li sting of ITS projects can be estab l ished and i n dividual projects selected for TIP inclusion in direct competition with the conventional projects. These fi v e steps are disp layed in Figure 3 and are as follows: Step 1 Project Identification The first step for ITS project consideration stipulates that an ITS project proposal be submitted to the Dade County ITS Steering Committee for review and consideration. This proposal should include but not be limited to a detailed description of the project, costeffectiveness analysis (eompared to conventional alternatives), and cost-sharing opportunities (if any). ITS projects can be submitted for eonsideration by individuals, public agen cies, or private companies Step 2 Project Selection The p roject selection step is intended to screen out ineligible ITS projects from those presented in Step 1 In order to pass the pro ject selection process, the Dade County ITS Steering Committee must 19

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consider four different sets of objectives. Specifically, eligible ITS projects must clearly address at least one area in three of the following four ITS plans : Dade County ITS themes (see Section 1.5); Operation TimeSaver objectives (see Section 1.2.2) ; ICS Program objectives (see Section 1.3.4); and State ITS program objectives (see Section 1.3.1) If at least one objective in three of the four sets of objectives has not been addressed, the project identified in Step I is defined as ineligible. Upon successfully passing Step i, the ITS project should be placed in the Dade County LRP. Step 3 Project Prioritization This step identifies a set of qualitative and quantitative factors that will be applied to each project. Weighting of each set of objectives mentioned in Step 2, times the number of objectives addressed in each set is strongly encouraged. For example, objectives met under the Dade County theme could each be four points objectives under Operation TimeSaver could each be three points and so on. Expected benefits must be quantified. Qualitative factors would include consideration of such project characteristics as the project's relationship to specific corridor vs. area wide (general) needs identified in the project summary table, cost-sharing opportunities, level of support (interagency and the general public), time frame of importance, (immediate vs. short-term vs.long-terrn), etc. Step 4 Project Ranking Factors previously identified in Step 3 would be applied equitably to each eligible ITS project to establish a rank order of importance Eligible ITS projects would fall under two categories: planning or research, and deployment Those eligible ITS projects that are related to planning or research of ITS would be ranked for inclusion in the UPWP. Those eligible ITS projects that are related to deployment woul d be ranked for inclusion in the TIP. 20

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.. ...... ......... ..... ....... ., ...... -...... M -"""" rrs,.... "' rrs Stns PROCEED WITH PROJECT F i gure 3: The ITS Planning Process 21

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Step 5 -Allocation of Funding This step would constitute the final determination of whether an ITS project would be inc l uded in the cwrent UPWP or TIP. Available funding and comparative expected benefits would determine how many ITS projects could be added to each year's funding program. Each year the Dade County ITS Steering Committee would present their recommendations for ITS projects to the TIP Development Committee. If a sufficient level of funding is not available or consensus on expected benefits is not reached between the two committees, then no ITS projects would be added for the current year's program. It would be the decision of the Dade County ITS Steering Committee if previously ranked ITS projects, not selected for inclusion into the UPWP or TIP, would have to be re-cycled through steps 3 and 4 for the next year. 4.2 T h e Grandfather Clause The ITS projects identified in this initial 1996 ITS Plan E l ement for Dade County represent completion of steps 1 and 2 (i.e., "grandfathered"). With the exception of those ITS projects already identified in the current TIP, all of the remaining projects must be subjected to steps 3 through 5. Beginning next year, all ITS projects entering the TIP must first be included in the LRP. This implies that these projects have passed through steps I and 2 described above. 22

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5.0 ITS Project Priorities This section of the Plan examines specific roadway corridors as well as Dade County in general and identifies ITS and traditional transportation projects that are planned or underway. Some suggestions for future ITS projects are also listed. With each project listing there is infonnation such as the agencies responsible, where the projects are most appropriate and effective, when the projects should be scheduled, and why the projects were selected. The section focuses on current and future ITS projects in Dade County 5.1 Identification of Congested Roadway Corridors The project selection and identification process began by analyzing the transportation needs of Dade County Although ITS user services are applicable and can help almost any part of the transportation process, it is still necessary to apply the technology where it is most needed. ITS is not a technology looking for an application, but rather a tool to improve or maintain existing investment in infrastructure. To examine the needs and applicable ITS user services, Dade County was divided into logical sections. This helps in dealing with the massive amount of information available on transportation in Dade County However ITS by its very nature, does not readily conform to sectioning or art i ficial boundaries. ITS generally crosses all boundaries and links previously divided jurisdictions. Therefore, Dade was sectioned by roadway corridors, not political boundaries or map sections. Mass transit systems that run alongside these roadways were included with the corridor section. A general category was also developed and it encompasses all the ITS projects which operate on an areal county wide basis. The specific roadways were selected based on: their importance to travel in Dade County; interview responses from ITS Steering Committee members; roadway level of service (congestionievel) predictions found in the Year 2015 Needs Plan; roadways that are over capacity according to 1991 FOOT traffic statistics; and the recently published Dade County Mobility Management Process/Congestion Management System. Th.e following roadways were repeatedly indicated as severely congested: 1-95; SR 976 (Bird Road); SR 874 (Don Shula Expressway); SR 836 (Dolphin Expressway); SR 826 (Palmetto Expressway); SR 94 (Kendall Drive); SR 90 (Tamiami Trail); AlA; and US I (South Dixie Highway/Biscayne Boulevard). 23

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Three other roads that were n ot emphasized by the Steering Committee or 1991 FOOT statistics, but will be well overcapacity in the future according to the Year 2015 Needs Report, are: SW and NW27th Ave ; Northwest 36th Street; and Okeechobee Road. These twelve highways are examined in depth in this section as they represent the backbone of highway infrastructure in the county and are currently ove r congested or will become o v erly congested in the near future. F igure 4, a map of the Miami area, highlights these corridors. The steering committee interviews also examined severa l other c ri tical ITS issues in Dade County, including: problems and potential roadblocks to the imp l ementation ofiTS in Dade County; short and l ong term goals for ITS in the county ; the perceived roles of the various public sector organizations invo l ved in ITS; the role ITS will play in alleviating Dade County's traffic problems; the most promising ITS user services for Dade County; and the future role of the ITS steering committee The guidance given by the steering committee members on the above issues had a great impact on this Plan. Their responses to the interview are summarized in App endix B Dade County has also been examining six mass transit corridors for l arge scale infrastructure improv e ment and investmen t Table 4 briefly details these corridors South Dadeland South MetroRail Station to Florida City (19.2 miles) USI Kendall Dadeland North MetroRail Station to SW I 37th Ave(7.5 miles) Kendall Drive North Dr. Martin Luther King MetroRail Station to NW 2 1 5th Street NW27thAve. (8 5 miles) Northeast Downtown Miami toNE I 99th Street (13.6 miles) 1-95 Beach Downtown Miami to 7lst Street on Miami Beach (10.9 miles) AlA West Downtown Miami to FIU at Florida's Turnpike(l2.1 miles) SR 8 36 with a connection to Miami Internationa l 24

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Palmetto Figure 4: Congested Roadway Corridors in the Miami Area 25

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The mass transit corridors listed above correspond well with the roadways listed above, which were already selected for in-depth examination. Therefore the mass transit proposals along these routes are included in their corresponding roadway tables in Section 5.3. These twelve roadway corridors will be examined in depth to determine the ITS needs of each. In addition, general ITS projects underway in Dade County are examined in a separate table. However, ITS user servi ces wi ll be des c ribed first in order to determine what user services are most applicable to Dade County and how the user services may satisfy the needs of the twelve critical roadways 5.2 Identification of User Services Applicable to Dade County ITS America has developed 30 categories called user services. These categories were developed such that all ITS activities could readily fit into one of them. The categories group similar ITS activ i ties so that their architecture, marketing and usage activities could be more readily coordinated and i t would be easier to discuss and plan ITS usage. All of the 30 user services listed i n Table 5 offer some benefits to the traveling public in Dade County. Some of the advanced vehicle contro l and safety systems are several years away from v.ide scale deployment, but increased safety due to those systems is a future possibility for D ade County. The focus in this comprehensive Plan is on near term services which offer the greatest potential benefits. This section will provide a listing of potential user services, including a brief descriptio n of each. At this stage in Dade County s ITS development the user service bundles with the most potential include travel and transportat ion management, travel demand management, public transportation options, electronic payment and emergency management. 5.2.1 Travel and Transportation Management The en-route driver information user service: provides advisories to inform drivers of all traffic conditions includes both driver advisory systems and i n-vehicle signing the information received must be real time, accurate given in the proper location, and convenient for the public to use. Various mediums exist to get information to the public including: highway advisory radio (HAR); highway advisory telephone (HAT); variable message signs (VMS); 26

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Table 5: ITS User Services : : .. ::,.: : .... .: .. ..... ;, .... '., :( En-Route Driver Information ...... : .: .. ;..;. ::;. . ; .:. ::-:::::::: / Route Guidance .. :. :: : : .. : ::;: :: ;, .... i., : . > . 1.;::===------------1 : :. ;' Traveler Services Information ... ._;-:.,, .. :L : :.:. :: .. :,,.-:.,:r.::-::::-::--:------------i ;/: ''' . (!: Traffic Control ______________________ ._. .. ....... :_ <. .......... ; .. .. ;/ ... :. :. -_:,; Emissions Testing and Mitigation .: : .-... ;::c./:;;.-;: ... .. :'.:: . : .f-H:-::-igh-:-w-ay---:R-a"'il-=ln_te:_r_ s _ec-t:-io_n...;s =-----------------! Travel >':::::' ;;;:;: PreTrip Travel information Ride Matching and Reservation : ... .. ;;:;, /.' ,:;: .. . Demand Management and Operations Publil> 1 1 : : : :: ... :. ::'-:.:, .. ,; '{{ Public Transportation Management. : ;: .. : YL: f. i(i J"'-E-n---ro-u-te_T_ran __ s-it_l_n-fo-nn--at-io_n __________________ --1 :. ': ; i ;;, ; ' :: ;;; : . Electronic Payment S ervices ;;:.:,:; ::.:, Commercial Vehicle Electronic Clearance ', ]' ,,:,,'mi!mh;.;;.1 ______ --1 ; . ; ;;'lili:l 'l'; ;';f:; ... Enlergency. . : .:f\L{:::''{.f/t-E ... m __ er..:g_en_c..:.y_n_o_ti_fi_ca_t_i o n_an_d __ Pe_r_so_na __ I_Se_c_ur_i...;ty ______ ---1 ; ;: :, : ::. ':" ; ;;: Emergency Vehicle Management Safety Readiness Pre-Crash Restraint Deployment Automated Highway 27

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The primary benefits of this user service are: it allows users to act on real time information to make their commute shorter. In turn, this increases the efficiency of the system as a whole as traffic will be better dispersed throughout the entire road network; and it can be particularly effective in diverting vehicles around accident locations. However, this is highly dependent on the availability of alternate routes, the congestion level on these routes, and the willingness of commuters to use these alternate routes or travel at alternate times. The route guidance user service: is similar to the en-route driver information but users are also given a suggested route to follow from their origin to their destina tion; and the suggested route should take into account current traffic conditions and local amenities. The primary benefits of this user service are: similar to the en-route driver information service but there is the ability to achieve an even greater efficiency on the road network. This can be achieved through computerized determination of each individual vehicle's preferred path; and dependant upo n the same factors (like the availability of adequate alternate routes) as with en-route driver information. A problem with this use r is the possible liability of public agencies suggesting a route to take. If something should happen on this route to the traveler(s) the agency may be held liable. The traveler services information user service: gives the traveler any information they need to make any necessary stops; and allows "yellow pages" type information to be accessed pre-trip or on-route, in-vehicl e or at selected public locations; The primary benefits of this user service are: removes much of the guess work from driving; particularly beneficial for tourists; allows users to reach their destination quickly and without unnecessary driving This will reduce total vehicle miles of travel; and it reduce much of the hazardous driving that results from lost drivers looking for particular destination. The traffic control user service: controls both surface street traffic using traffic signals and the freeway system by ramp metering, ATMS, CCTV, etc.; and attempts to move people through the street system more efficie ntly and gives priority to high occupancy vehicles (HOVs) and transit whenever possible. 28

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The primary benefits of this user service are: it regulates and computerizes the use of surface streets and freeways for maximum efficiency and throughput. The Incident Management user service: focuses on responding as quickly as possible to any lane blockage or incidents that occur and dealing with these problems as efficiently as possible ; detection of these incidents can involve advanced sensors or a simple cellular phone number to alert the proper officials to the problem; and roving freeway patrols during rush hour are often part of this user service This service patro l is often nothing more than a well equipped tow truck. The primary benefits of this user service are: a reduction of incident duration Freeway service patrols are the most effective means of reducing incident duration. Incidents cause over 1.3 billion vehicle -ho urs of delay annually.'2 Cities with incident management are reporting benefits to cost ratios of20: I to 36: I. The Emissions Testing and Mitigation user service: focuses on reducing total vehicle emissions; Dade County already regulates vehicle emissions, and d ue to its status as a maintenance area for air quality status it is an important focus of the county; advanced technologies can be used to accurately measure vehicle emissions from the roadside and capture licence plates of polluters on video; and emission reduction is an indirect goal of all ITS user services as the reduction in vehicle miles traveled (VMT) and reduced congestion goals of other user services will decrease emiSSIOnS. The primary benefit of this user service is simply cleaner, healthier air. 5.2.2 Travel Demand Management The goals of the travel demand management user service bundle are to reduce the number of vehicle miles traveled and reduce the demand on the roadway. Several methods to accomplish these goals are focused on including reducing single occupancy vehicles (SOVs), increasing transit usage eliminating trips, reducing trip lengths, or altering the timing of a trip to avoid congested periods. The pre-trip travel information user service: helps users easily make informed trip choices; and 29

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often focuses on transit information so that individuals will not have to travel as a SOV. Tills information could be provided in numerous manners such as over the telephone, cable TV, on a personal computer or at a kiosk. The primary benefits of this user service are: to reduce the nwnber of vehicles on the road by encouraging trans it usage; and to reduce the nwnber of vehicles on the road during congested periods by supplying travelers with current congestion information, and allowing them to chose an alternate time to traveL Maryland, California, New York, and Minnesota have traffic information systems on cable TV. Several areas, including southern California have real-time traffic information on the world "'ide web. Many cities have traffic information reports on the radio. Operational tests include: Bellevue SmartTraveler, Boston SmarTraveler and the California Smart Trave ler The ride matching and reservation user service: allows travelers to rideshare more conveniently, worry free, and in real time. A database of trip takers and people needing rides is maintained and these people are matched up in order to reduce the nwnber ofSOVs. With a reservation system people can be assured of return trips, or a local authority could set up a guaranteed ride ho me program where anyone left without a ride could be either vanpooled home or given taxi money. The primary benefits of this user service are: rideshariog is made more convenient and flexib le to suit a wider range of travelers and increasing the nwnber ofHOVs, decreasing the number of trips and vehicles The demand management and operations user service: applies advanced technology in order to reduce congestion; focuses on reducing the nwnber ofSOVs during peak periods of travel; and methods include varying HOV lane restrictions to account for congestion congestion pricing, parking management, encouraging telecommuting and alternate work schedules. The primary benefits of this user service are: reducing the nwnber of vehicles on the road during congested periods. 5.2.3 Public Transportation Operations The four user services in this category include urban, suburban and rural transit both on fixed routes and flexible/responsive routes. It includes all forms of public transportation, including buses, light rail, heavy rail, commuter rail, subways, even shared taxi rides. The goal is to enhance these services in order to make them more attractive and encourage mode shift away from SOVs. 30

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The public transportation management user service: computerizes, automates and enhances transit operations and maintenance, often through the use of A VL on the vehicle fleet; allows better intermodal switching; improves response to delays; and helps to keep excellent records to improve maintenance scheduling. The en-route transit information user service: makes available real-time transit and traffic information on vehicles and at terminal s in order to assist people in planning trips and modifying their trip after it has begun The public travel security user service: aims to improve safety and security at all points along the trip; and uses advanced sensor systems for moni toring and alarms, Mayday functions on board vehicles and at transit stops. The primary goal of all the above is to simply increase transit ridership. This will happen because the transit system becomes more convenient, safe, dependable, flexible and 'user friendly' The primary benefits include decreased congestion and traffic and increased transit revenue. The personalized public transit user service: allows for transit links and special services t o be provided where fixed route transit is not economically feasible. Two options include flexible routes (fixed route carriers make short detours off their routes) and random route (transit vehicles are assigned routes based on requested service) operations; and uses personalized, random route transit vehicles including small busses, taxi cabs, etc. The primary benefits of this user service is again i n attracting more riders to transit. This relieves congestion by reducing the number ofSOVs on the road. 5.2.4 Electronic Payment The electronic payment user service: includes parking fees, public transit fares, and highway tolls. However the fare payment media is envisioned to also be used for banking hotels, car rentals, and most everyday activities; and allows payments (tolls, fares) to be paid quickly using electronics. To date there are many variations of the technology ava ilable for electronic payment, from 'dumb sy stems' with one way communication to advanced sys t ems where the fare card and reader ta l k to one another. This user service speeds up transaction times, increases the data collection capability of the collection authority and reduces the handling of eash, decreasing both security risks and time spent 31

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handling cash while increasing audit capability. It can also allow for easier integration of congestion pricing. 5 .2.5 Emergency Management These user services focus on clearing up roadway incidents or blockages as quickly and efficiently as possible They speed up the detection, response and removal times to reduce non-recurring congestion. The emergency notification and personal security user service: reduces the time required to detect an incident through: ease ofreporting the incident and its location (ie. mile markers and cellular phone numbers to contact) ; advanced incident detection mechanisms, algorithms which analyze ttaffic to detennine if an incident has occWTed or is likely to occur; and a uto matic or simple to use Mayday buttons in vehicles equipped with automatic vehicle location devices. The emergency vehicle management user service : reduces the time between when notification of an incident is given to when emergency vehicles arrive on the scene; will assist dispatchers in more efficiently coordinating the responding vehicles through emergency vehicle fleet management. This would include the use of automatic vehicle location devices; has emergency vehicles/dispa tchers equipped with route guidance infonnation to get vehicles to the incident and victims to the hospital as quickly as possible; and includes signal preemption to speed up the emerge ncy vehicle's trip. These two user se rvices reduce the time it takes from when an incident occurs to when any inj ured people arrive at the hospital This increases tbeir chance of survival. It also decreases the amount of time required to clear an incident from the roadway, reducing congestion. 5.3 Project Tables This section examines the critically congested corridors, as detennined in Section 5 .I, to determine what is already planed for these roadway corridors. These plans include the substantial conventional improvements p lanned (both road and transit), what ITS projects are planned and funded, and what ITS projects are e nvisioned but not currently funded The in formation on these projects was found in the various plans for Dade County including their own TIP, UPWP LRP, the JCS Program, and the State Program. 32

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ITS projects recommended here for inclusion are listed by corridor. An order of magnitude cost for these ITS projects is included along the agencies that should participate in each projecL The appropriate time frame for completion, and their corresponding user services are also examined. Some acronyms used in the follo wing tables include: TIP = Transportation Improvement Plan, 1996 ICSDR =Intelligent Corridor System Design Report ICSFR =Intelligent Corridor System Final Report LRP = Long Range Plan (to 20 15), page numbers refer to Appendix D-the project listing EAR = 1995 Evaluation and Appraisal Report SP = State DOT ITS Plan, 199 4 TOP= Transit Development Program I = immediate project slated to have already started S = short range project to begin before 2000 M = medium range, project to begin betv.een 2000-20 I 0 L =long range, project to begin after 2010 N .A. =Not applicable MDT A = Metro Dade Transit Agency FDOT = Florida Departmen t of Transportation DCPW =Dade County Department of Public Works DCEA = Dade County Expressway A u thority FHP =Florida's Highway Patrol TCRA = Tri-County Commuter Rail Authority Costs (from the ICSFR) Freeway Service patrols= $170,000/year HAR = $20,000 VMS= $170,000 to $ 150,000 to $100,000 Ramp Meters = $40,000 per location Jn the associated agencies column the MPO is assumed to be involved in each project listed. All information in the tables is extracted from the source listed along side it, except for those recommended only in this Plan 33

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Table 6: 1-95 Pro ject Summary Table ITS Proposed/Existing Projects Description I Ass ociated Agencies JCS Corridor improvement, U.S.I to Broward County I FOOT DCPW, FHP line, VMS, HAR, Ramp metering, incident management Mini Flamingo (at Golden G lades), video image I FOOT detectors, CCTV cameras, inductive loop det ectors, VMS 34 Time Source Projected Frame Cost ($mil) s TIP p 75 $21.6 M LRP, p 3 $33. 0 I SP, p 57 I SP, p 51 ICSFR, p 3-2

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Freeway Service Patrol (using Closed C ircuit FDOT,FHP I I SP,p61 Television (CCTV) to det ect incidents) ICSFR, p3-14,28 $0.17/y r Ramp metering at selected locations ( 19 locations @ FDOT,DCPW s SP p 57 $40,000 each) ICSFR, p 3-31 $0 .76 IVHS along entire route FOOT, OCPW, FHP I ICSFR, p 3-28 $4.0 Diversion route maps FOOT, OCPW, all cities s ICSFR,p 3-1 Mile markers every 0 1 miles 10 aid in relaying inci d ent I FOOT I I I ICSFR, p 3-29 I $0.11 (est.) location ($200 each) _::.'<: ,'',' Yir : : : :::. ,.' .. i .... ,.,., ........... :" : ;:;i:!i!':!!'! ltofi"' .. . :: : .::-:: ... :P:: :: ::: :: : n.l. :i :-: :u: :::: i r :: :' : :''' : : : : :u .......... ,.,. ....... , ...... . ..... ... _, ... o .... ,._ .. : ::..... :. ;;;:..:, .... ' ............ , ... ... ,, ,,,., .. .,,, .. ,;.;.;.;;..; ;, .. FD ..T,._r H _P, . ... ""'"'. ,.S r ., ;:, ,,,_. J'(P .... p .. ; :;,:;,_ ; ,:;,;:; ., .-.,.-, .. , ... ,.,.,.,,. .. .,., .... ..... . ..... ,, . . ., .. . ...... ,'. -:: . ....... -.-.,...... -. ::! : ':, .;.,,, .... ,,.,, , ...... .. x-:: .::: ... .. :, Jo:s,:.: ; ::.n.;:i. ITS Improvements Recommended Description Barrier protect the HOV lanes and include automated enforcement (non-tolled initially), 17 miles Direct communication linkage between ramp metering system Dade Co. A TMS/ICS cen ter, and VMS Associated Agencies FOOT, FTA, FHW A MOTA, FHP FOOT, FHP, DCPW 35 T ime Frame M M Source This ITS Plan This ITS Plan Projected Cost ($mil) $150 total $50 ITS varies

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Initial ITS Plan and Rationale for I95 1-95 is a critical road for residents of Dade County as well as Broward and Palm Beach Counties. Responses from the steering committee indicated that this was one of the most congested roadways. The ICS Design Report indicates it is over capacity on a daily basis. The majority of the highway will be operating at LOS F according to the 2015 Needs Plan. Accidents especially truck accidents -cause massive delays and backups. User service priorities: Incident Management; Emergency notificatio n and emergency vehicle management; 'Jbe immediate focus for this roadway should be in the detection and timely removal of incidents. This can be accomplished by improving the way incidents are handled now. All incidents should be reported to, and handled by, a dedicated staff24 hours a day. This staff could be housed near the MOTA Automatic Vehicle Location (A VL) control center as the communication lines are already in place. In addition, MDT A bas over 600 buses that are able to detect and report incidents extremely rapidly as they are in constant contact with the control center. There is now money set aside ($1.2 million in 1996/1 997) to fund roving incident management teams along the highway to improve response time to incidents. There are also accident investigation sites along the roadway so that vehicles can be removed from the roadway while the accident is still under investigation. Already under construction along this roadway are CCIV monitoring for incidents and variable message signs (VMS) Several ITS items suggested for immediate or short term deployment may work better if deployed after certain basic ITS infrastructure is in place. For example, ramp meters arc most effective if they are coordinated with traffic on the side streets. This traffic will only be known once the Traffic Management Center (TMC) and the Advanced Traffic Management System (ATMS) are in place. As well, if the ramp metering does not perform flawlessly the residents of Dade County will see ramp metering as favoring residents from other counties and impeding their travel. This could quickly become a political problem. Also, VMS that are not coordinated with surface street traffic do not achieve their full potential. If an accident occurs on 1 -95 it is useful for the VMS to display this information, but you caru1ot inform drivers of alternate routes or modes (TriRail or MetroRail) as the alternative may be even more heavily congested or delayed. 36

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Table 7: Palmetto (SR 826) Project Summary Table 37

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2 lanes for ; a t6tlll of 6 ; \JS I N.A. ,. -"' I I ITS Proposed/Existing Projec ts Descrip tion I Associated Agencies I Time Source Projected Frame Cost ($mil) JVHS US I t o NW 67 Ave. HIP FOOT, DCPW, s I CSFR,p 3-14,29 $13.5 En-route driver information through HAR and VMS, Kendall I SP, p 57, 61 CCTV, service patrols, ramp metering IVHS NW 67 Ave. to Golden Glades FHP, FOOT, DCPW, I : IICSFR, p 3 I 4, 30 I S8.4 En-route driver information through HAR and VMS, Medley, Hialeah, Hialeah SP, p 61 CCTV, service patrols, ramp metering Gardens, Miami Lakes, Carol City Servic e patrols FHP, FOOT I ICSFR, p 3-28 $0.17/ yr Mile markers every 0.1 miles to aid in relaying incident FOOT I ICSFR, p 3-29 $0.1 1 (est.) location 38

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ITS Related Unfunded N
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Initial ITS Plan and Rationale for SR 826 ( Palm e tto Expressway) The Steering Committee indicated that this roadway was severely congested According to the ICS Design Report the entire expressway was over capacity in 1991. According to the 20 1 5 Needs Plan the northern portion of this roadway (which runs East-West) will be at a level of service ofF, with a volume to capacity ratio of between 1 to 1 5 depending on the roadway section. With the large influx of people predicted for the Southern part of the metropoli tan area the North-South portion of thi s roadway will also be under increased demand. User service priori ties: I ncid ent Management; Emergency notification and personal sec urity; Emergency vehicle management; En-rou te driver information ; Pre trip travel information. The long list of conventional projects in the previous table indicates that this road will be expanded considerably and under construction for many years to come. As part of this expansion an HOV lane will be built. This is an excellent way to expand the capacity of this highway. As mentioned in the comments on 1-95, r amp metering and VMS lose some of their effectiveness if not dir ectly tied into traffic on both the arterial and the surface street. However, in this instance, VMS can still be particularly useful in warning drivers of delays due to construction, hazardous driving conditions in construction zones, and construction schedules. Ramp meters would not encounter the same political pressures as on I-95. However, to install ramp meters w it hout ties to surface street traffic is only semi-effective and is not the best use of ITS money along this corridor. On this expressway, the best place to begin is with incident management. Service patrols and incide n t management teams should be present along the roadway, but particularly in construction zones. I f VMS are installed they can warn drivers o f what del ays a n d lane closures to expect well in advance of th e cons truction zones. Incident information should also be accessible prior to the trip being made, so commuters can take an alternate route. One effective way of doing this is through a dedicated cable TV station. 40

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Table 8: Don S bu la Ex p ressway (SR 874) Project Summar y Tabl e Conventional .,.,"" ITS Proposed/Existing Projects Description ETC Possibly inc luded in the SunPass program En-ro ute driver information t hrough HAR and VMS Ramp me t ering Associated Agencies FOOT FOOT, PWD, West Wood Lakes, Kendall FOOT FHP 41 Ti .me Source Frame ? SP,p 59 I SP, p 57 I SP p 57 Projected Cost ($mil)

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IVHS (service patrols, CCTV, ramp metering, HAR, VMS) FDOT, J>WD, FHP, West Wood Lakes, Kendall L .... ,. .. : ' .. :,. ': ;:: :-.'.': :: ;: ,: .. : .ITS Needt ;:: ,;;; .'' ,,_,._,. ' ., : : .,,,_,,.,, ,_.,,. ,, ICSFR, p 3-33 $9.8 '::;:: ,, ; :: ;_ ;; ,:; :: .,.,.,-,-',,,
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route guidance; ride matching and reservation; demand management and operations; personalized public transit; public transportation management; electronic payment services. As the above t able indicates th.is roadway is slated for a great deal of construction, jus t as SR 826 is. Therefore similar ITS projects should take place here as on SR826. These include roving incident management teams in construction zones and VMS to indicate congested areas and construction zones. One ITS activity which may prove useful for travelers is a real-time cost and travel time comparison between: a) using this expressway plus one of the east-west routes to travel downtown; and b) using Florida's Turnpike and possibly Dolphin Expressway to travel downtown. Ifth.is information is displayed to commuters from South Dade they can decide for themselves which rou t e to take possibly reducing the congestion on SR 874 as Florida's Turnpike is relatively uncongcsted The travel times may be collected through several alternative methods, including loop detectors cellular tracking, ETTM, and video imaging with automat ed licence plate reading. The population in the Southwestern portion o f thc county (which arc served by SR 874) is predicted to double by the year 2015. If programs are developed now it may be possible to influence travelers commute alternatives before they become single occupancy vehicle (SOV) dependant. Developing ridesharing programs and the inst alla tion of kiosks at strategic points to give real time transit information is recommended. Also enhancing p u blic transit and even developing some personalized public transit routes until various areas grow in population where they can sustain dedicated transit. The toll plaza along this route should be equipped with electronic toll co ll ection (ET C). This E T C system should be compatible with all other syst e m s in the area. The other roads/areas with ETC systems i n place o r looking into them are Miami International Airport, Florida's Turnpike, SR 836, a nd th e Broad Rickenbacker and Venetian Causeways I f these systems are compatible it w ill supp l ement other traffic management initiatives through the collection of travel times around Dade County. 43

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Table 9: Kendall Drive (SR 94) Project Summary Table ,_ ... ... -. ...... : '--: '.,_ ". ,_.,_ .... ,( _,.._ --., .... .. ,. ., .. .:.-.. .... .. _,,.,. :.. " .H .. --<.--.... ,., -._.,_,.:,J.;;. .:. . . ,.. -:t "' '';; ' .:-.. ,.-. _; -"' v--, ___ ._,.,. .. -w-, .: ,_ .... >l'<.-, -. -.> 11' -":'fi-'i>:?fif' ,.. ...,;...,., :( .;.. ._;,, .. ....:. ''i--+.:; .. ., ....... :; ,. ,_ )>' ;.,, :; .... < -6<>-Y, ... -y -.. >' ... ,. > 4 -9<$<-,);.<.,,, ,.,-....... ..... :;;-;,-"'':"" < ,.., : oesdirp:u d n ; f,; J.;.j_..,zL'},;!f:r -'it .... :'!ti it. source ; r" $ '-''-.-.-"<4. ___ ...... ,, ,. . .'',c-, f.-1' .. }.-:. .. ;;:i . ,,,_., .. _ ..,__,." .-.y .. ,",..-"""---' ''. . . -._ ... -"' c .. __ __ .. .' ,''} ___ ,.,.. ........ -.,-... ''< ., "4<" rame --,_,, .. >t ...... ,;o..-x v-,.-. ost ....... ... ,._,::;;_.-j._ ,,.,. ... .... '' .-. . . '> .. r ) v _._,.,, v(o .. -.>-. ... ! > ,--"><..-<"'.}:iii.-,..._.. -' .w -"V "':> '<-.' -->> v ,,.. ,>; ,: :-<> ., ><,""-""'f'V'"'' "'. ..... ::-: .. .y-,:w '... ,, -i, .,: -,, __ ,-;...;;,;.*{ *' > ',_:< '<-...-........ ,o;." .'. .. :t,"' ., 4 > .. ,., .. "#t' ..... ...._ . ... "' o"<> < o 0' !>t"'""->N"--<.C'o' ,, 0> "-,,, .;.c .. '."<:>"'* ._,_. __ ... ""'' W "",._ ,.....,.,.....,.,..*. ,_,, < 'A j<'*!i>'fl!> .....-.-. ,.., .,_"-""*'"""",.,. .,,-. :<< .. .:. ITS Proposed/Exi sting Projects Description Associated Agencies Time I Source Frame Projected Cost($mil) : :: ::' '' :, :' .. :U:'.:<,'.:':'' .:.:.:. .:, ., ::.'.:.:: : :.:iU : :iT.s ::' . .'' ::::: :::::::; :: : :' '':':''!!:! i:''':!'': :D '.':; ,,.,,., :.: ' ..... ,.;;:.,,. :-: ! ::: .. ;: :: ;:y;:::: :'; C"'' .,, .. ,. ........ d .. ,,A . .. .. ,,,,.,,,:::::::::::;:::.:u ::;;;;::::: :;;;:::::. : s :.::: ::::r:::: :p:::u;:.;.; ... :::,.., E;oCrJp. IOD"' ., ... ,,, .. ,, ...... ... ,,.,,, .. nSSOCJa e genCtCS, .... ::1 1IDe ,.,., .. OUrCe fOJCC ieu' '';:;:.;: ::': :.:\! ;.;:::: ., i{' ;i .,.;::. ''.:.:ii.'W:i'' ... "-c :; :: :. ::::HH' : :;::: .... : 1 :: ,, ;::': .. :': ::::' 'H : .... ::,::,';:.:::: i':::' ,. ,,,. :lJ:i .:: .:;: .: :; ... :u,.:::,:.:.ft'i ::'::1 :; : 1 :: : '!':''::,::,::;::! '' : '" '" ) ... ':" ,.,;,m:::, ITS Improvements Recommended Description I Associated Agencies ATMS enhancement (signal progression, preemption, I DCPW, FDOT, MOTA CCIV surveillance, etc.) 44 Time I Source Frame M I This ITS Plan Projected Cost ($mil) $7.0

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Init ial ITS Pl a n and Rationale for K e n dall Dri v e The Steering CornnUttee indicated that this roadway was congested. The entire r oadway will be operation at a LOS F accor ding t o the 2015 Needs Plan with the worst section, from the Turnpike to Don Sbula Exp r essway o perating a t a v/ c ratio o f 12 t o 1.5 This route w i ll al so f e e l th e effect of the massive g rowth p redi c t e d i o S o uthwestern Dade. C urrently, th e l ong range p l an has slated the K en dall corridor for possib l e premium trans i t enhanceme n ts in appro x imat e l y 1 S y e ars h o w eve r this is an unfu n ded priori ty. Estimat ed costs are over $600 million. In the n ea r t e nn very litt l e conventional improve ments are s l a ted f o r this corridor Theref o r e, i t is i mport ant to i ncorporate ITS into thi s roadway i n orde r to achieve maximum efficiency w i th the exis ting infrastructure . User service priorities: en-route driver infonnati o n ; route guidance; ride matching and r e s ervation; demand management and o p eratio ns; personalized public transit ; publi c transportation management. One ITS activit y whic h m a y prove useful for travele rs i s a real-time cost and trave l time co m parison betw een: a ) using this road plus US 1 t o travel dow ntown; and b) using Florida' s Turnp i k e an d one of m ore n orthern East -West routes to trave l downt own If t h i s inf o rmat i on is displayed to co m m u ters from S ou t h Dade they can d ecide for themsel ves w h ic h route to take, possib l y reducin g the co n g e s tion on Kendall an d U S 1 as F l o r ida's Turnpike is relative l y unconges t ed The tr a vel time s may be collected thro u g h several a l te rnative methods, including loop d e t ec tors, ce llular tracking ETTM, and video imag ing with automated Iioence plat e r ea d i n g. The populati o n in the Southwestern p ortio n o f the county is predicted to double by the y e ar 2 0 I 5. If programs are developed now it may be possible to influence t ravelers commute alte rnatives before they become singl e o ccupancy vehicle (SOV) dependant. It i s important to develop ridesharing programs and to ins t all kiosks at strategic points to give realtim e transit infonnation It would also b e b e n eficia. to enhanoe public transit and even d e v e l o p some personalized public transit routes u ntil vari o u s areas grow in population whe r e th e y can sus t ain dedicated transit. Any premiu m transit constructed should i ncorpora t e IT S enhancements such as real-time t r a nsit locatio n i nformatio n inf o rmation kiosks, an d automated fare payment. 4 5

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Table 10: Dolphin Expressway (SR 836) Project Summary Table ITS Proposed/Existing Projects Description Associated Agencies ETC Possibly included in the SunPass program DCEA,FDOT 46 Time Frame ? Source SP, p 59 Projected Cost ($mil)

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En-route driver information through HAR and VMS FOOT, DCPW, DCEA I SP, p 61 Ramp metering F OOT, OCPW, OCEA I SP, p 61 IVHS from Flo rida's Turnpike to Miami River t o FOOT, Fl-IP, DCEA S ICSFR p 3 31,32 $20 5 Alson Road (HAR, VMS, CCTV'I, Service patrols?) Service Patrols using CCTV FOOT DCPW, DCEA I ICSFR, p 3-28 $0 .17/ yr I SP, p 6 1 Mile markers every 0.1 miles to aid in relaying incident FOOT, OCEA I ICSFR p 3-2 9 $0.1 1 (est.) location : '0. ;, o,: ::: .' .. ! ':,oo,, .. !Hi;: ... :.. :: '. ::;'.,; ; !U! ': : .. .. '' ,:, ... .. . .::. : : : i(': :. ,;: ''' ; . ,= : . .. >>i.' t(Oi.e. s 6u rcc ', . ;:.:;;:';:.: ,.. . ,: : : :::;.::: . :'f:;:. :':-,:. : ,:.\::.:':::_ ........ : :;::,: 'i: >I'.L': : .. :0 ics :: ... : . : . :. : : .' ,. ..:: '' !' :-:o.: : : : : 'f.Prfi' b'cEA:: ::: E i '+ . :d&. ; ;:; f : ... $ i 9. f :': : ;:; : ... ...... ,., ' ". ' ' ''"" ..... .::, ' .. ; '' ..:-. ;,..,." ... >.. ... 1 ,., ', . ...... ' .. ...... ..... :;.:,; .. ' . : . ,::.' ......... ...... ............. s , . .., . .... : '. ''t . ,,. ,, .... ... ;:, '' -,.:;, .,:;.,. : '"' : F o o r -'FHP ... o .. c .. E .. A .;:;;; ,_;:..... :'1 ::: : r : I "' :2 o 1 ,. ; : s"t' 6 .. ,,. : .. ':':' .............. ''.' .. ,. .'.' .. ... .. :. ,.,, . _., .. _, .. ,, .. ,,_,, ... : .. ..' ; !>, .. :: ... " '. '.,.; .. ;.; : :.,..:, ITS Improvements Recommended De s cription Associated Agencies Time Source Projected Frame Cost ($mil) Barrier protect the H OV lanes and include automated FOOT FTA, FHWA, L This ITS Plan $68 total enforcement (non-tolled i n itially ) 7 5 miles MOTA, FHP $22ITS Direct comm unica t ion linkage b etween ramp metering FOOT, FHP, OCPW S This ITS Plan v anes system, Dade Co. ATMS/ICS cent er and VM S _____ L_ ____ 4 7

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Initial ITS Plan and Rationale for Dolphin Expressway (SR 836) The Steering Committee indicated that this roadway was very congested. The 2015 Needs Plan predicts the road will be operating at a level of service of F. User service priorities: incident management; ride matching and reservation; demand management and operations; personalized public transit; public transportation management; electronic payment services As can be seen in the above table very few conventional highway improvements are slated for this roadway. However, a large number of transit and ITS related projects are already started or planned. The focus here will be to attempt to prioritize and order the already proposed projects. Due to the proposed mass transit development it is important to make this option as attractive as possible for commuters along the SR 836 corridor. This would include real-time transit information available to users pre-trip and en-route, transit information kiosks, and automated fare payment. However, this transit system is many years away and these ITS transit enhancement are therefore a low priority, only to start when the transit system starts. As was outlined earlier--having ramp meters and VMS without real time traffic data significantly limits their potentia l benefits. Any ETC should be in conjunction with the SunPass program on the Turnpike. The ETC installed should provide discounts to car/van pools and other high occupancy vehicles. The East-West corridor and multi-modal facility is slated for the long term as it shou l d be. Th e following projects are therefore a higher priority for this corridor: the construction of an HOV Jane in each direction which will encourage car and van pooling; service patrols and incident management to reduce the effect of nonrecurrent congestion; extending the MetroRail to SR 826 to alleviate some of the traffic on the western end ofSR 836; and mile markers for better incident management location identification. 48

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Table 11: AlA Project S ummary Tabl e Conventional Improvements Deseription Highway traffic operations improvement at Pfidge .. u It' I .. lttru; .. ti' ' .dd2. I l''t l f 6 ..... .. .. anerecons. c on, a ancs10ta oa o .... "'-i .. n."' "$ . -.. '"' -* "'""'"'"' from preliminaCY, engine ering ; 2''rrf.:;, .. 2 iniles n" ITS Proposed/Existing Project s Deseription Associated Agencies ' 0 ITS Related Unfunded Needs Descr iption Associated Agencies -.-. ,, . .. . ' '' \;: I : ;: I . ITS Improvements Recommended Description Associated Agencies 49 Time Frame s Source ' Tfp, p 20 I ;$ v,v't. :' ..... -VV A; ,._: A t .-M : .: 1 tiP; 1fs8'. -.-<-< ij; ,.,,._ .... Time Frame Time Frame . ; -;JP Source Source .:: .. I "' .... I . . .. .. ,.!. :; >. : . . Time Fram e Source Project ed Cost ($mil) $0.6 $0: 9 .: ." Projected Cost (Smil) Projected Cost ($mil) Projected Cost ($mil)

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I nitia l IT S Plan and Rati onal e f o r A l A The Steering Committee indicated this is a congested roadway. The road is particularly congested north of J.F.K. Causeway where the 2015 Needs Plan predicts a LOS ofF with v / c ratios of between I and 1.5. Primary user services: pre-trip travel i nformation; public transportati on management ; en-route transit information; electronic payment services; en-route d river information The road has a great deal of dense residential and tourist areas. Therefore, getting transit, travel time, and dest i nation information to those unfamiliar with the area will be critical for the improvement of traffic along this corridor. This information should be received by the trovelers both pre-trip and in-vehicle to have the greatest impact Pre-trip information can be received in the tra velers home vi a a dedicated radio station, telephone line cable TV station, and compute r. Fo r transit users, information can be obtained at the transit station throu gh k iosks, signboards, or personal communications device. Thi s pre-trip information will serve several purposes including: a) Those travelers unfamili ar with the area and typical trave l patterns i n the area will be well informed of when rush h ours occur. With this knowle d ge it is likely that they will plan trave l to avoid peak times thereby reducing rush hour prob lems along AlA b) T ourists who normally would not use th e w1familiar transit may see it as a viable alternative to their personal v e h ic l e if the system is designed to accommodate them. If they can see that transit vehicles run along A I A and stop at many of the t o urist spots and malls, then transi t becomes a very attractive travel m ethod. This infonnation must be readily avail able t o them through k ios k s, signboards, etc. In-vehicle information i s also important in reducing congestio n along this corridor Instead of slowly cruising along the road searching for the restaurant/hotel you want, an in-vehicle navigation device can alert the driver when they near their destination. This will allow the 50

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driver to travel faster and keep attention on the roadway, reducing incidents and conges tion. In vehicle navigation aids are p ri marily the responsibility of private sector companies. It is i m portant for the public sector agen cies (like the MPO, Miami I nternational Airport, and tourist bureau s ) to encourage their use thr ough advertising thei r b en efits t o the public 51

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Table 12: Bird R oad (SR 976) Project S u m m ary Tabl e : .. -..,, " ,, .... ,,;_.><,; < : . ;,.,-,. .. ,.. .. ,,.,_ ,,., . ;,il,>.t.;,-"-. .. ;;'<..-.......... ..< '. ., It: :-" ... ;>" Conven ti tina"lmp,rovemen ts "" : .. ,.' .. t :" : > . '' ( . ........ >;;-" -::' ,_,_,_,: . .. . . .. < V '' """'-' <> .O,;><>.<-,.- ''' "> > : .,/'fi.../>."'->u<>.A<-4-.. .o<-.: h ... .., ... .. ..; .... ........ :0'' '.:._.,,.,_;('v ) ...... .. . .,, ... ,..;,,., ... >. 0 i<:-o;;. .. <,C)C,' .:'>' o V.'_ . . .... >: ... '' D,. > ,.,_,. Yk .-r. ,_, .,.... ._.,_.,._ -..,,., - ... AI( A -M,. "'"te(j' ., '<'"I:X.J-_:;;> , .... "' .. .,. ___ .,,._, : .' ... .<: ,., ... .: 1.xr ...... i .. ,, genctes : ... <-...;,;! .SOurce .... ,._ i''". '>d' > v -i--_ _--: -:_ "'"' -;-;: <.' "i<--->"'><.;;<;:s;,; I>Wt -.!""--. ---, : _,-:':. < ,c-":.: .r--:;.;-<>-, (t :'{_-r ,r; ::. ..-.,-: >.<--. ,,,_, :; -, ---;; .. -.. < -., __." ,.._,.,._ -:< "' ..-.tf_iil:,r.,.._ \Ill> ..... . ,_,_._ . ._,,-.,"!' ->"e-:t'>-"><:-,.,,>.x',_;;. ,, """'-. .. "'",,_,.,"-''-_ .. -,,. . ,.,' d"' : 'ii'*#w-)<.,._,,.., .. A,;t., ... ,. "'' -..-:,; .. ..... L .,-.. '( . ,.,' < s .. ,:-.t; >--};_ ;; *'\t-t.'J, ; kE4_ .:R ..... ... it!<.<; -1:.: ane .recQOS tOO'\>.W.1oen: t h =;.:. < :. _; ; ..... __ { 1f X +'-1 X:'<-k: ;':'! -') :. ,. -9-' M;" n .. 0 .... --,_ .. ,_,,.,,.,,,"!"i}:#-d-1:1<'-' .. Vc:l.r.!'> i-) 1 ,,_J.I : ..... ,_ ::-:<:: : .. 1';;. ... .... {;:;tki<' o$o-f'-t>,. .,., -r y,, -tt:a ITS Proposed/Existing Project s Description Associated Agencies Description I Associated Agencies ATMS enhancement (signal progression, preemption, I DCPW, F DOT, MDTA C<...'TV surve illance, etc ) 52 Time I Source Frame Time I Source Frame M I This ITS P lan P rojected Cost ($mil ) Projected Cost ($mil) $7.0

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ln i tialiTS P la n and Rati ona l e for Bird Road (SR 974, SW 40 St .. ) The Steering Committee indicated that this roadway was congested. The entire roadway will be operating at LOS E to F according to the 2015 Needs Plan with v/c ratios of0.9 to 1.2. This is another route that will feel the effeet of the massive growth predicted in Southwestern Dade. It will likely be used as an alternate route to SR 836 and Tamiami Trail to travel to the downtown area. In the near term, very little conventional improvements are slated for this corridor. Therefore, it is important to incorporate ITS into this roadway in order to achieve maximum efficiency with the existing infrastructure. User service pr i o r ities: en-route driver information ; incident management; route gui d ance; public transportation management; electronic payment services; To maximize efficiency of the entire roadway system, VMS should be installed on and near Tamiam i Trail, SR 836 Bird Road, NW 36th SL, and Florida's Turnpike. These VMS would warn drivers of incidents along any of the major East-West routes and allow them t o take an alternate route if they so choose VMS might also be used to display a real-time cost and travel time comparison betv.--een (a) using this road plus US I to travel downtown ; and (b) using Florida's Tu rnpike and one of more northern East-West routes to travel downtown. If this information is displayed to commuters from South Dade they can decide for themselves which route to take, possibly reducing overall congestion. The travel times may be collected through several alternative methods, including loop detectors, cellular tracking, ETrM, and video imaging with automated licence plate reading. The population in th e Southwestern portion of the county i s predicted to doubl e by the year 20 15. If programs are developed now it may be poss i b l e to influ ence t ravelers commute alternatives befor e they become single occupancy ve h icle ( SOV) dependant. Rid eshoring programs should b e devel oped and kiosks should be inst alled a t strategic points to give real time transit info nn ation. Also enhancing public transit and even developing some personalized public transit routes until various areas grow in population where they can sustain dedicated transit. Any premium transit constructed should incorporate ITS enhancements such as real-time transit location informat ion, information kiosks, and automated fare payment. 53

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Table 13: Tamiami Trail (SR 90) Project Summary Table ITS Proposed/Existing Projects Description Associated Agencies ITS Improvements Recommended Description I Associated Agencies ATMS enhancement (signal progression, preemption, I DCPW, FOOT, MOTA CCIV surveillance, etc.) 54 Time Frame Time Frame M Source -- , Source This ITS Plan ;: Projected Cost ($mil) ,, Projected Cost ($mil) $7.0

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Initial ITS Plan and Rationale for Tamiami T r ail (SR 90, US 41, SW 8th S t. .) Th e Steering Committee indicated that this roadway was congested. The section East of SR 826 is predicted to be particularly congested, with a LOS ofF and a v/c ratio of I 2 to I .5+ according to the 2015 Needs Plan. This is another route that will feel the effect of the massive growth predicted in Southwestern Dade. It will likely be used as an alternate route to SR 836 to travel to the downtown area In the near term, very little conventional impr ovements are slated for this corridor. Therefore, it is important to incorporate ITS into this roadway in order to achieve maximum efficiency with the existing infrastructure. User service priorities: en-route driver information; incident management; route guidance; publi c transportation management; and electronic payment services. To maximize efficiency of the entire roadway system, VMS shoul d be installed on and near Tamiami Trail, SR 836 Bird Road, NW 36th St., and Florida's Turnpike. These VMS would warn drivers of incidents along any of the major East-West routes and allow them to take an alternate route if they so choose. VMS might also be used t o display a realtime cost and trave l time comparison between (a) using this road to travel downtown; and (b) using SR 836 or Bird Road to travel downtown. If this information is displayed to commuters from South Dade they can decide for themselves which route to take possibly reducing overall congestion The travel times may be collected through several altemative methods, including loop detectors, cellular tracking, ETTM, and video imaging with automated licence plate r eading The population in the Southwestern portion of the county is predicted to double by the year 2015. If programs are developed now it may be possible to influence travelers commute alternatives before they become single occupancy v ehic le (SOY) dependant. Ridesharing programs should be developed and kiosks should be installed at strategic points to give real time t ransit infonnation. It would also be beneficial to enhance public transit and even develop some personalized public transit routes until various areas grow i n population w h ere they can sustain dedicated transit. Any premium transit constructed should incorporate ITS enhancements such as real-time transit location infonnation, infonnation kiosks, and automated fare payment. 55

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.. -.c .. !-< .. e e = 00 u .., .. .,., e "" 00 ;;J ... .. -.c e=

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Construct new 2lane madway from Florida City to S. Dadeland MetroRail S ta tion, preliminary engineering 9 t' . tm es. .,, .. . ; -;. .. "" :c ',, ,.; > ,-\. 1;M!I!ti-!ane 21anes of 4 from ST S-18 Road '>' ., .,.,,; 1 . ,_,_ ".. I .. .../ -. .f s '$(1 '*" <>:Y. ''" -,, ITS Proposed/Existing ProjcciS Description Dedicated busway inc l u de JTS enhancements for enforcemen t signal preemptio n and link s to traffic control center) Associated Agencie s FOOT, MOTA, DCP\V Time Frame M JIP, p 60 .. vV-.,. ,, .. Source $1.75 "" _, \ :. .,. "40 4 ""' J) t-.\;. ,_;' '<'< -" """''*" ., Projected Cost ($mil) $54 ::,: ':::: '' iTs uii.i'Uhae(l .. --,:;: ... : :::: .. .,,. .... : .. : . >': .: ;,: : .. ;.: :-:-: .. :.,.,,,.,. : '; :::: . .. '' '., ,. ... ' '' .. "-' ::: : ... cosl'($nili)., ; :;.; ,: .,. :,:.. ., ..: .;, ,.:'' : ....... ,; .-.: .. .:-... .. ..:... :;I ,, : ., ITS Improvements Recommended Description I Associated Agencies Direct communicat i on linkage betwee n ramp metering I FOO T FHP, DCPW system, Dade Co. ATMS/ICS center, and VMS 57 Time Frame M Source This ITS Plan Projected Cost ($mil) varies

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I nit i al ITS Plan and Rati onale for US 1 The entire roadway is predicted to be operating at varying degrees of LOS F. From the Tumpike North to where it intersects SR 826 in the South, v / c ratios will be between I and I .5, from SR 826 to the downtown area v / c ratios will be over I .5, and from the downtown area North to the edge of the county v / c ratios wilt be between 0.9 and I .5 according to the 20 I 5 Needs Plan. Primary user services: en-route driver infonnation; pre-trip travel information; incident management; public transportation management; and electro nic payment services. As can be seen in the long list of conventional projects in the previous table, this road will be expanded considerably and under construction for many years to come. Pre-trip infonnation (through telephone radio, computer TV etc.) or VMS placed well in advance of construction indicating the current state of construction will be important. This may encourage people to use transit and avoid rush hour travel. Also important will be incident management teams in place around the constructi on areas Due to the nature of the development and land use along this roadway, in-vehicle information Is also important in reducing congestion along this corridor. Instead of slowly cruising along the road search ing for the restaurant/hotel you want an invehicle navigation device can alert drivers when they near their destinations. This will allow the driver t o travel faster and keep attention on the roadway, reducing incidents and congestion. 58

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D.S.cription -} Description ,, .. > ; . {-< ,. , : !; Table 15: NW 36th Street Projed Summary Table . , ' ")c_ ,._, .. --.> ' '""''"" Assoclated:Agencies ,-, ..... ... . $-' li. Source ... ., . -_; ; ., Source :. .,.,, . LRP,p8 "01'5' i'hin p 13 ,t. : ... -. ... . . .. .' Pro 'Ci'Cfei:J; J "':.. >. .... _,.,, cost. Projected Cost ($mil) : .... . :" P Cost (SillilY . ,, . .. $194 : :.:: ':: .. : :;:;1:

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I nitia l ITS Plan and Rationale f o r NW 36th S t. This road WllS not singled out by the Steering Committee as overly congested However the 20 I 5 Needs Plan clearly indicates this road will be extremely congested. A LOS ofE to F with vic ratios of0.9 to 1.5 are predicted from just west ofSR 826 to Julia Tuttle Causeway. Therefore it was necessary to single out and examine this road. Primary user services: en-route driver infonnation ; route guidance ; incident management; This road also serves as an alternative to SR 836, from SR 826, past Miami International Airport and to the downtown area. To maximize efficiency of the entire roadway system, VMS should be installed on and near Tamiami Trail, SR 836, Bird Road, NW 36th St., and Florida's Turnpike. These VMS would warn drivers of incidents along any of the major East West routes and allow them to take an alternate route if they so choose. 60

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Table 16: Okeechobee Road (US 27) Pro ject Summary Table ," c . .,. ., .,.,..,,_.,_ ,.,. __ ... --,., .. ... .. ... ,., '"' i .. w ,_ <' _, ,: .. ,;,.,,._, "*"'' ... -Descripti< ... :.:: ,,_,; ;_;;$.. .''( . ----;; ... :. ., .... .,_ ;.-,,., ,.. f\1 ; ,.,.. ,, :-. ;_ .. ,. '.. .,,_._.,_,, ...,_, c:>'-' < ,.,;_.,;-'f," ... ,. ., F""tne ;. '-1' )I Q v- '."!lit. ;' {j.. i-' -;:<..<)"';., ,_ ;.-. "6;$: ..... "-<"'Q' ,. -:*'\t,:....: -.,-:-.;,: .... /" ,, ,.,. ,.. ?: .. ,_ .--1. .-.---_,..,.,_--, _.,,_ .-, .. -. "-*' '-' -' > il' '-.,.-.-_,_,., t .Jl. v . ---->-,_,_ .. _______ ;:;;'ft ... 'F.l.'d;! ;;,.... I if 1 t -:.i '"' .,,...,...,.. --: ---1 -" _--_<>: "'-__ ' '-,. .. ,. lVl'-joi:J>"o: .w..,.,,,. .......... <.-'t:_'$_..,..,-.... -.,.. :: .-s -.,,;o::_--,. <---)1':: ua,l e v(fiC U e S a lOu .. } :: .. -.,., , .. <'- ------' -., """ ui ... .. : el<. .c._;.,;.j> *;"i ITS Proposed/Existing Projects Description I Associated Agencies I Time I Source I Projected Frame Cost ($mil) ;; <" /::: :' :: 'tfs . ; -; -., :-. ..... ,. . : : ... .: ; .. : : ,.,._ .. : : :::.:::::;;::::: ,,_ .-, .. :. ; ':'' :: '''" .. :. , , : ; : :; trfame Cost($nl11J ... ''. ..-. '. .. .. ,,,.,. ITS Improvements Recommended Description Associated Agencies Install 3 VMS FOOT, DCPW 61 Time I Source Frame L I This ITS P lan Projected Cost ($mil) $0.51

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Initi al IT S Plan and Ra tionale for Okeec hobee (US 27) This road was not singled out by the Steering Committee as overly congested. However the 2015 Needs Plan clearly indicates this road will be extremely congested A LOS of P with v / c ratios of 1.2 to 1.5 are predicted from SR 826 to SR 112 (Airport Expressway). Therefore it was necessary to single out and examine this road. Primary user services; en route driver information; route guidance; incident manag ement. Recommendations for this corridor include incident management, CCTV cameras, and when the LOS decreases to F, roving incident teams. Also, this road can be coMected to the VMS information system suggested for most of the major East-West roadways In this way drivers can get r eal ti.me information to compare using this road and SR 826 then SR 836 to get downtown. Initial I TS P la n and Rati o n a l e for N W /SW 27t h Ave. This roadway was not singled out by the Steering Committee, but was indicated by several reports as severely congested. The congested section runs from US I in the south to NW 79th Street in the north. This section of roadway will be operati ng at a LOSE or F according to the 2015 Needs Plan and was labeled as highly congested by the Mobility Managementl'rocess/Congestion Management System Plan. I n the near term, very little conventional improvements ar e slated for this corridor. Therefore it is important to incorporate ITS into this roadway i n order to achieve maximum efficiency with the existing infrastructure. As well, MetroRail runs bes i d e the northern sectio n of this corridor. Attracting users off the highway and onto Metro Rail through enhancing tra nsit should be a high pri ority for ITS in this corridor. 62

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The final table presented in this section (fable 17) lists the ITS project s already underway, planned or proposed for Dade County but not for any specific corridor. These projects are more general in nature and will improve travel conditions i n general for all residents of Dade County. For example, the first proje ct listed and one of the most capital intensive, is the development of the Dade County ATMS. This system will improve travel throughout Dade County for all travelers. However, many of the s e projects arc merely proposed by th e ICS Prog ram and do not have funding secured. The final few items l is ted h ere a re recommendations for additional non-roadway sp ecific projects developed entirely by CUTR. Table 17: General Project s Summary Table 63

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Traveler information in public buildings TCRA, FflW A, FOOT, s Hardware/ systet!!5 sotl.\vare upgrade and support for 65 ICSFR p 3-31 p Fil; 32, 33., >Y' $0.66 ""

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"' > -

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Table 18: Summ ary ofiTS versus Conventio n al I nvestments .. .. ... / l (l) >;;; ,, ... > -,..:;. ,. .,. .. ,.. . :. . ; . ._,. >< ., r .. T tal'$ : .,;; I-95 $605 .80 $29.87 $21.60 $635.67 Palmetto $866 07 $25.41 $0 .00 $891.48 Don Shula $44.40 $9.80 $0 .00 $54.20 Kendall $0 .00 $0.00 $0.00 $0 .00 Dolphin $1, 475.2 1 $24 .01 $0 .00 $1,499 .22 AlA $1.50 $0.00 $0 .00 $1.50 Bird Road $0.00 $0 .00 $0.00 $0.00 Tamiami Trail $7.60 $0 .00 $0.00 $7.60 USI $92.25 $0.00 $0.00 $92.25 NW 36 t h St. $2.58 $0 00 $0.00 $2.58 Okeechobee $36.00 $0.00 $0.00 $36.00 General $211.90 $105 20 $211.90 t 'aJ ;,_, --,. ti. ... _., -., ' -.,.:;..,_'; .. -;.,. "''"'-' '{'>< v .; ,, ,.,.,,. v ,,, ....... .,., .., . ,.,, ., ,.,u..,..,,...,.,.,_.,,..,, <" ,:," .. ,; b : .:::::r'"': r. '13'11.41 ..... '"'' """"''' $300 '99 ., .......... ,.,."" "' ot s "'" .. -";,.. :::. . .. ...,." _: .. ' '{!:' ; ,,, ",, ;:; : ... ,. :;; 'l' < -,.. ,. _,, ... {t(>.l'; ... i:: ,::.;_ it-o:::::. 4J P :_ : t .;.' f$.-:tc This column does not include ITS recommendations outlined in this plan. These recommendations total $215 million over the next 20 years 67

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5.4 Dade County ITS P roject Descriptions This section examines ITS projects that are in place or being constructed now. The sections will follow along the Operation TimeSaver priority user services. The first pres ented here is an examination of the proposed Miami Intermodal Center (MIC) and how the many autonomous traffic control centers proposed for the area will communicate. Next th ere is an in depth look at the existing traffic signal control system and the proposed (the contract to build the system has been awarded) advanced traffic contro l system. Some of the following information has been taken directly from the ICS program reports. 5.4. 1 Int egration of Autonomous Control/Manageme n t Centers A major investment study and draft environmental impact statement are currently being prepared for the MIC concept The MIC would be the multimodal hub for the Miami area Extensions of the current transit sys t em (Metro Rail, Tri-Rail Metrobus, Amtrack) along with future transit systems (a high speed rail line, an East-West Corridor rail line and an automated guideway transit system that is connected to MIA) would connect at the MIC. The MIC would be located somewhere between MIA to the west, NW 27th Ave. to the east, SR 112 to the north, and SR 836 to the south The goa l s of the MIC are to "provide for a safe, efficient, economical, attractive and integrated multimodal transportation system that offers conv e nient, accessible, and affordable mobility for all people and for the m ovement of goods."13 This goa l can be best achieved throug h th e integration of ITS and the MIC. A wealth of real-time travel information shou l d be available to commuters at the MIC through kiosks message board s personal communications devices, and VMS The MIC should not only d i sseminate real-time travel information but collec t it a s well Thu s it would be another one of several emerging autonomous transp o rtation management cen t ers. However, it is critical tha t these centers do not remain entirely unconnected but share all transportation information with other centers in real time This will require a great deal of planning i n advance of the design and construction of these centers Fortunately, in m ost cases the design and construction of these TMCs has not begun, allowing for this advanced p l anning. This Plan recommends that an ITS Coord i nating Committee be established. This committee would be very s mall, consisting of a teclmicaVcommunications expert from FOOT, DCPW MOTA, TCRA, DCEA, and Metro Traffic Control. These experts would meet regularly to ensure the method of data collection and transmission for each TMC is compatible and interoperable. 68

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5.4.2 Advanced Traffic Management System Current System Configuration The hub of the system is the Traffic Control Center (TCC), which was designed and built at 7100 NW 36 Street in Miami in 1974. Its 5,000 square feet include a system control room engineering offices, power and back-u p power supply rooms, and a communications room. A professional staff is employed to operate the TCC that includes the Traffic System Manager, Assistant System Manager, Computer Programmer, five Signal Operation Engineers, and four Computer Operators. A maintenance crew consisting of one foreman and foiu: technicians maintains the system interface equipment in the local control-cabinets, the communication modems, and the central hardware excluding computers and their peripheral equipment. Hardware Systems that are operated and maintained in the building includ e the traffic control system (TCS), back-up control system, communications system, air conditioning system fire and gas detection systems, diesel generator power back-up and battery-based uninterruptable power supply systems, and an alarm system. The central computer is a Modular Computer Systems, Inc. (ModComp) Classic II/85 CPU. A ModComp Classic 11155 CPU serves as a backup. The CPU communicates with the field units using a ModComp Parallel Interface Controller (PIC). The PIC interfaces with the Central Communications Unit (CCU) by way of the computer's selector channel I/O bus The system has four large LED maps which show status of the individual system signal s It has a UTCS-type of Operator Console. It has a dozen workstations in the TCC and several in adjacent buildings connected via cable. Central Software The central software is a version of the first generation of Urban Traffic Control System (UTCS). It is written in approximately 80 percent Fortran and 20 percent Assembly programntiog languages. Timing plans are imposed on the system on a traffic engineering "section" basis. The re are no restrictions on coordinating signals based on their assignment to a communicatio n channel or other artificial barrier. Since its original installatio n, many software enhancements have been made to enable variable phasing, Reversible Lane Control System operation, isolated signal control, multiple yields per cycle, remote pree mption, recovery from local preemption, scheduling, handling of new and 69

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enhanced databases, use of new and enhanced engineering support programs, and presentation of numerous new and enhanced readouts and printout s A background program called OCT APS exists and is a vers ion ofUTCS 1.5 Generation software. It enables engineers to make simulation and optimization runs on intersections and arterials in the system. Communications The TCS sends a 16 bit data stream consisting of address bits, standby synch bits, and five command bits (Hold, Advance, Flash, Skip, and Test) to each control.ler every second. It receives back a 16 bit data message consisting of sensor data and six contro lle r status bits (A, B, C, and D Phase Greens, Flash, and Local Preempt) every second. The CCU Time Division Muliplexes (TOMs) the data onto their respective commtmications channel. Each channel is capable of addressing eight Remote Commtmications Units (RPUs). Each channel is Phase Shift Key (PSK) modulated via a commtmications modem. All of the TDMIPSK commtmication channels are connected to telephone company switches. The telephone company repackages the data for transmission on their network which consists of fiber-optic cable leaving the TCC and two copper wire pairs into each controller. Almost three hWldred (300) miles of CoWlty-owned signal interconnect conduit exist along CoWlty arterials. Most of it is empty. However, approximately five percent of the system signals are "comm-slaved" to nearby signals through this conduit thereby eliminating the need to lease a Southern Bell drop to those locations. The existing interconnect conduit was installed as part of roadway reconstruction projects during the past 15 years. The older conduit is in poor to good shape The newer conduit is in good to excellent shape. Several years ago, the County's Information and Technologies Department (ITO) installed the existing fiber optic loop. The Dade County lTD owns fiber-optic cab les which make a loop through the center of the CoWlty. The loop will be modified to pass through the TCC Communications Utility Room in early 1996. The fiber network has been defmed as a dual fiber-bi-directional Sonet transmission ring. The network protocol and access methodologies to the fiber network will be standard telecommtmication in t erfaces such DSO, OS I, DS3, etc. The County, in conjunction with a local cable company, has the rights to twelve fibers which run from the Dade land area along the Metro Rail structure to it s north end. The plans are then to extend it south on NW 72nd Ave. to the Traffic Control Center (which is at NW 72nd Ave and 36th St.) It will then continue down NW 72nd Ave. to 25th Street then go west on 25th Street to the main headquarters of the Metro-Dade Police Department which is near NW 102nd Ave. and 25th St. It will then wrap back to NW 87th Ave. and then go south to the Metro-Dade emergency management center at SW 87th Ave. and 50th Street (more or less) From there it will continue south and eventually get back to its starting point near Dade land creating a fairly long l oop. 70

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Also, the fiber network contains nine (9) nodes at these County government locations: lTD Headquarters at 5680 S W. 87 Avenue Metro Dade Police Department Headquarters at 9105 N.W. 25 Street DPW S&S Division at 7100 N W. 36 Street TGK Correctional Facility at 7051 N.W. 41 Street MDT A's MetroRait Maintenance Yard at6601 N.W. 72 Avenue MOTA' s Bus Maintenance Yearat3300 N.W. 32A venue Aviation Department at Miami International Airport SPCC Downtown Government Center at 111 N. \V I Street Civic Center at 1351 N.W. 12 Street Florida's Turnpike has started to examine the possibility of having a private company install fiber optic cable along I ,800 miles of their right of way. Several other states have done this and at minimal to no cost. The potential arrangement has yet to be developed, but in any agreement the Turnpike will require some of the fibers for their own use. In Dade County, the Turnpike right of way runs very close (within 3 miles) of!TD's fiber optic line. When the Turnpike does have fiber optic cable installed along their right of way, it would be beneficial to connect it to lTD's fiber optic loop Intersection Controller Hardware and Software The existing intersection controllers are mostly NEMAtype microprocessors from assorted manufacturers installed in DC4T cabinets. About eight hundred (800) relatively new Type D 170 controllers are also installed throughout the County in DC552A cabinets. They operate under system control utilizing basic NEMA functions for control purposes. DCP\V department owns the rights to use BiTrans Type-0170 Software #233 Version 2.5 in its D 170 controllers Its Time Base Coordinator (TBC) can store 9 standard timing plans with 3 offsets each, I isolated timing plan, and 32 Time of Day/Day of\Veek (TOD/00\V) schedules. Controller timing data can be modified manually from the face of the controller or from a laptop PC plugged into the controller. The Department also owns the rights to use the BiTrans Quickload program in l aptop PCS to transfer data to and from the controllers. Several hundred of the system sensors (6' x 6' loops) originally installed with the TCS remain operational. Planned ATMS Upgrade The ATMS must be capable of working with the planned FDOT Intelligent Corridor System (ICS) the Robbie Stadium Reversible Lane Control System and other ITS component systems which will be installed at the ICC, the FDOT Intelligent Corridor System Control Center (ICSCC) or elsewhere in Dade County. The system must be able to monitor and control4000 traffic signals, with the possibility of also communicating with several thousand o ther field sites of as-yet, unspecified types 71

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The A TMS should place no more demand on the existing opemtions and maintenance staff than does !he current TCS The A TMS also must place no more demand on the existing opem t ions and maintenance budget than does the current TCS. The only exception may be !hat existing funds for leasing the communication line network may be diverted toward supporting an alternative line network as long as the overall budget for this purpose decreases. The desi gn l ife of the system will be twenty (20) years. Approximately 800 T ype D170 controllers have already been installed and will r equire minor modifications in Project Phases Two !hrougb Four to enable them to operate in the ATMS. M odifications are expecte d to include removal of old RCUs and Controller Adapters installation of new modems, and minor wiring changes. At approximately I ,600 other locations new Type D 170 controllers or an advanced, downward compatib l e version thereo f wi ll be installed in the latter projec t phases. 5. 4 .3 Freewa y Manage mentllbmp M e te .riDg Syste ms Dade County does not currently have an y ramp meters installed. Ramp meters are most effective if they are coordina ted with traffic on the surface streets. This coo rdina tion will be more readily achieved once the new Advanced Traffic Management System ( A TM S) is in p l ace. As well, re sidents of Dade County will lik ely see ramp metering on 1-95 as favoring residents from other counties and impeding their traveL This could quickly become a political problem Therefore in the short term (by the end of 1997) verY few, if any ramp meters will be instal led. High Occupancy Vehicle (HOV) lanes are in place along 1-95 and are being installed along SR 836 and SR 826. The HOV lanes on 1-95 include a flyover ramp so that these vehicles can avoid the congested and accident prone Gold en Glades Interchange. 5. 4.4 R egi ona l Cbaracteristics Two HOV lanes are in place, or under construction on 1 -95, from SR 112 (Airport Expressway ) in Dade County to Linton B lvd in southern Palm Beach County, with plans for ultimately extending these lanes north to PGA Blvd. Effectively this covers the entire length ofl-95 within the srudy corridor. Freeway managemen t teams exist and actively meet on a regular schedule in all !hree counties, including participation by representatives of Florida's Turnpik e. Di version route maps have been developed or are under development for 1 95 in all three counties. Park 'n Ride lots were constructed during the 1970's at the Golden Glades Interchange (approximate l y 1350 spaces available in two lots). Lots also provide parking for the Tri -Rail Gold en Glades station and an intermodal tr ansfer point. Location is serviced by buses with 16 routes/destinations, including express bus service to both downtown Miami and the Civic Center area Lots are serviced by direct connector ramps to/from the 1-95 H OV lanes. 72

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Construction of the initial freeway management system at and around the Golden Glades Interchange (1-95, at the Dadc-Broward county line) involves a series of three projects, all currently under construction, and includes the following: a six camera closed-circuittelevision system within the Golden Glades with video feeds back to the District 6 Traffic Operations office and to FHP a detector system comprised of a combination of in pavement loop speed detector assemblies and video-image detection (VIDS) equipment. ten variable message signs in and around the Golden Glades Interchange controlled out of District 6 an interim control room within the District 6 Traffic OperationS Office for the Golden Glades systems. Installation of a dedicated communications line between the FDOT and HIP offices. Plans for a Miami Intermoda l Center and related SR 836 corridor improvements continue forward slowly. SR 836 improvements include potential for extension of Metro Rail along the corridor between the area of the Florida International University campus adjacent to the Turnpike and Miami Beac h exclusive lane(s ) on SR 836, and other highway operational improvements. 5.4.5 Incident Management Programs Calls to 911, regardless of whether they arc cellular originated or landline, are currently received at the Public Service Answering Point (PSAP) responsible for the exchange from which the call came. Calls that are the responsibility of the FHP are then transferred directly to the FHP station responsible for the area. Calls from cellular phone users on the roadway will be a principal method of incident detection and will use *FHP. FHP responsibilities focus principally on preservation of life and property, and management of traffic in the immediate area of the incident and include all existing responsibili ti e s related to law enforcement, coordination with fire/rescue, call-out of wreckers from the rotational lists, and accident investigation. Operations Center responsibilities include verification of the existence of the incident, implementation of VMS messages (including activation of arterial VMS and dynamic trailb lazers), any necessary adjustments to ramp metering rates if ramp metering is in effect (or implementing it if required by the circumstances of the incident, and notification of the local traffic signal control center (which will be done electronically) if signal timing adjustments at ramp termini or paralle l arterials are required. At the request ofFHP or the System Operator, an indication to archive the taping of the camera image being received will be initiated to document the extent and handling of an incident. This should be controllable remotely from the System Operator's console. The system display should be designed to allow videotaping of up to the maximum number of images which the Operators Console (OC) can receive simultaneously. 73

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Immediately after accepting an incident from FHP and confirming the existence of an incident, the System Operator would be presented with a series of hierarchial pull-down menus for entering data related to the incident via an on-screen display. Data entered would include the following : Type of incident-accident, fue, disabled vehicle? Types of services requiredwrecker(s), fire/rescue (should have already been dispatched by FHP handling original call), service patrol vehicle, FOOT maintenance? Lane blockages which lanes are blocked? Anticipated duration of the incident? Based on the responses entered by the operator, current traffic conditions as determined from system sensors and the A VI system, and a continuously updated historical data base, the system would seek out-pre-engineered responses stored in its data base and generate an on screen proposed traffic response. This consists of proposed VMS messages and trailblazer actions, ramp meter rate adjustments (this could be done without operator concurrence), response vehicles to be dispatched and signal timing adjustments proposed to be sent to the local traffic control computer for implementation. Upon acceptance of the proposed menu of action, the system will automatically implement the actions selected and send the message to the traffic signal control center. If no predetermined responses exist in the data base for the circumstances entered, the traffic engineer on call would be contacted--it is that individual s responsibility to determine and approve appropriate response. Once an incident has been cleared from the roadway, the console operator will declare the incident complete, and the system will automatically perform the necessary record keeping for future generation of incident summary reports. Periodic logs of system operation, and particularly incidents, are critical to preplanning of incident response scenarios, and will be generated by the system on a daily, monthly, and annual bas is. The software of the system should be designed to multitask between incidents allowing a single operator to handle multiple incidents simultaneously. During major incidents, the situation room (a large conference room proposed for each of the OCs) is activated and staffed with traffic engineering personnel, FHP and traffic signal system representatives, and additional support persollllel as the size of the incident dictates. In addition, ring-down telephones should be available between the different OCs, local traffic signal control center, and FHP office. The management of incidents and the resultant non-recurring congestion along the various highways is critical. There are three aspects of incident management which need to be recognized in an overall system level operations plan such as this: service patrols, freeway incident management teams, and incident response teams. These are in addition to incident detection, verification, and response from each of the involved agencies according to their own individual operating plans Currently, the Dade County Inc ident Management Team is meeting monthly and working to produce an incident management plan. This plan is still being carefully drafted to include much of the above and will greatly improve incident clearance times in the county. 74

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5.4.6 Traveler Information Systems Metro-Dade Transit Agency bas a comprehensive static transit data base available to users through modems or through a telephone call. Travelers first modem to the bulletin board site and then enter in their origin and destination. The origins and destinations are typed in using simple terms such as S. W. 16th Street and 64th Avenue so that the system is easy for new users. The user can also put in their preferred times for the start and end of their trips. The system will examine the database on the transit system and return the best route and transit vehicles to take in an easy to understand format to the user. This information can also be obtained by phoning the agency. This system needs to be enhanced through appropriate coordination and communications to the A VL transit information and traffic information already being collected. This enhancement is not currently scheduled for before 1998, but if funds become available this will be a priority objective. The ITS subsystems are in place now, the funding will be for linking the information and disseminating it to other agencies and the general public through: information kiosks (some of which are currently scheduled to be in place with static information this year); th. e Turnpike has already issued a request for proposals for vendors to install kiosks at their service centers; smart transit stops; enhancing the current bulletin board service; the internet (this, the bulletin board service, and the kiosks will look and work the same to make the entire system easier to install and more user friendly); telephoning a human operator who has access to the information. There are currently three kiosk deployment initiatives in Dade County. The first is by Florida's T urnpike and was listed above. The second initiative is through the Federal Transit Agency (FTA) and MDTA. This $400,000 project is designed to deploy kiosks tailored towards the transit user. These will be located at major transit transfer points around the county. The third project involves the detailed study of kiosks designed for tourists. This study will examine potential locations for the kiosks, the information required to be placed on them costs of kiosks, and possibly set up an agreement with a kiosk vendor to supply the kiosks. Florida Turnpike's current IT S program includes ATIS, SunPass and Fiber Optics which will all be deployed in the Dade County Area of F lorida's Turnpike District. The Phase I A TIS project which is being coordinated "'ith the Intelligen t Corridor System (ICS) in South Florida (Dade, Broward, a n d Palm Beach County) will be deployed from Golden Glades to Cypress Creek. The full deploymen t of A TIS Phase I is estimated at $3 million dollars. A TIS phases 2-5 are predominantly planned in Dade County to help case congestion problems and in crease patron safety. An estimated value for the deployment of these phases is approximately $12-15 million. The full deployment of A TIS on the Turnpike is estimated at $30 million The Turnpike District's total ATIS budget for 75

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Dade County is estimated at $12-15 million or close to 50 percent of the budget. The projected implementation date for Phase I ATIS is the end of 1997. Phase A of the ICS will include 30 cameras, 12 VMSs, detector system, fiber trunk along 1-95 in Dade Co., and freeway management software. The phases B and C will provide the new control center, ramp metering, accident investigation sites, additional VMSs, kiosks, additional software and for integrating all the tri-county agencies for data collection and providing uniform travel advisories, through multiple media including TV, radio, phone, fax, Internet, kiosk, etc. The 30, 000 sq. ft. control center will provide about I 0,000 sq. ft. to FHP, which will participate in the operation (FHP has agreed to pay a proportionate amount for matching and operating costs). The control center design has provision to give office space for key ICS participant agencies such as transit, Tri-rail, Dade Co. Signals, Florida's Turnpike, FDOT District 4, and other public sector agencies, if these agencies share the responsibility of operation with FDOT. In addition to the ICS VMS, both Rickenbacker Causeway and Miami International Airport (MlA) both have VMS running now. The Seaport will be instal ling VMS shortly as well. Nav Tech has mapped the entire area for use with the in-vehicle navigation devices This mapping system allows travelers renting cars the option to get an in-vehicle navigation device, or car buyers to get it as an option. With increased usage of these devices traffic should flow more smoothly, since users will not travel around lost and confused The area also has 3 working highway advisory radio (HAR) stations relaying traffic information to commuters. A fourth is planned and ready for use on the Rickenbacker Causeway pending FCC approval. 5.4.7 Electronic Toll Collection (ETC) Systems Currently there is only one ETC facility in operation in the area that is on Broad Causeway. However, there is a great deal of work going on to introduce ETC on many of the toll roads and causeways within Dade County. These ETC systems will, of course, pay strict attention to the privacy principles set out by ITS America. These principles include recognizing and respecting the individuals interest in privacy, being visible to the public, only collecting the data necessary, ensuring the data is secure and p rotected, and balancing all these with the legislation set out in the freedom of information act. Rickenbacker and Venetian Causeways Dade County is installing a computerized toll collection system to replace manual toll operations at its Rickenbacker and Venetian Causeway facilities that should be operational by December 1996. T he heart of the system is an Automatic Vehicle Identification (AVI) subsystem which reads the identity of passing vehicles equipped with transponders through a special antenna installed in each 76

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lane. Also included are: central computer equipment in the Rickenbacker Toll Plaza Administration Building, computer equipment at Venetian plaza, equipment in toll lanes, equipment at Government Center for remote control, and a communication infrastructure of fiber optic data lines and conventional phone lines linking elements. Lane controller computers within toll lanes provide for processing of in-lane activities. Central computers within the Rickenbacker administration building provide for communications with the lane controllers and retain database account transaction information. The Rickenbacker plaza computer also provides a user interface to access the data and prepare toll management reports. The entire system is provided by Technicon with surveillance via video cameras located in each lane comprising a video enforcement system (VES). Violators are automatically issued citations as the system is networked to the Florida Department of Highway Safety and Motor Vehicles. This department controls the database on drivers licence and tag information. Within the 14 lanes, tolls may be collected by conventional attendant operations, unmanned Automatic Coin Machines, Causeway Cards, or a Causeway Pass. The Causeway Pass capability utilizes the A VI equi pped lanes for frequent users who will establish prepaid accounts. It is estimated there wi ll eventually be 25 000 Causeway Pass users. When a transponder-equipped vehicle is automatically detected as it approaches a toll p laza, the appropriate toll transaction charge is deb ited agains t the users account. Cards will be issued to vehicle fleets such as county vehicles which will use swipe card readers in the lanes to debit accounts. Since lanes can have one or several different configurations, Variable Message Signage is provided above each lane to direct patrons to the proper lane. There will be dedicated Causeway Pass lanes and other multiple use lanes which can also be configured for dedicated Causeway Pass use exclusively or in combination with other modes Lanes will contain a vehicle preclassification system that detects the number of ax les for each vehicle. Tolls will be charged based on the number of axles detected. A vehicle audit system (post classification) is also provided as an audit mechanism for the lane transact i ons The C a useway Pass (A VI) system consists of an overhead MARK IV Roadcheck antenna that transmits a narrow beamwidth signal from a registration unit to a vehicle mounted, MARK IV Roadcbeck (interior/exterior) transponder. Transponders then emit coded signals at 500 Kbits/seco nd that are received back by the antenna and registration unit. These transmissions occur at the 915 MHZ frequency. The 256 bit, manchester keyed carrier signa l is decoded and fed to the lane controller and the plaza computer, linking it with user account information for account transaction processing. Lane controller software contains interfaces for the Causeway Pass (A VI) system, the preclassification system, the Video Enforcement System the automatic coin machines and variable message signs. Toll collectors interact with the system through the lane controller using touch sc r een terminal in booths. The screen is used to init iate a work shift (log on), input the m ethod of payment (cash, card, pass or account replenishment), to issue receipts, to print directions for motorists to a l ert the system of unusual occurrences and trigger a VES event (insu fficient funds, 77

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emergency vehicles, u-twn) among others. Interfaces to the lane controller are also provided t o control the card readers receipt printers patron fare display, traffic control gate and traffic signal/violation alann. Florida's Turnpike The SunP ass program, the ETC program for the Florida Turnp i ke, is now scheduled to have a number of sites up and running in south Florida by early 1998. Between December of1997 and May of 1998: 67 toll l anes will be equipped with ETC on the Turnpike's Southern System; 63 toll lanes will be equipped with ETC on the Homestead Extension of Florida's Turnpike; and 20 toll lanes will be equipped with ETC on non-Turnpike expressways such as SR 924 I 12, 836, and 874. This system will greatly reduce the traffic queuing at the toll booths alo n g the Turnpike in Dade County. The operating frequency has not been selected yet, but it must be either 915 MHZ or 2.45 GHZ. The Turnpike District is planning to invest approximately $8.5 million in SunPass equipment in Dade County to reduce congestion at toll plazas and also provide another detection element of the A TIS system for t raffic management SunPass estimates were based on the 1994 SunPass request for proposals for Southem/HEIT, Sawgrass and non Turnpike system dep loym ents. The projected finish of Phase I installation ofSunPass is at the end of 1997. The communication infrastructure to support these ITS projects is anticipated to be fiber optics. The deployment of fiber optics in the Dade County area including installation, fiber and end equipment i s estimated at $10-15 million The fiber optic estimate is based on data fro m si milar fiber optic deployments. The Implementation date for Phase I of this system should be available by August 1996. The total ITS program investment (including the planned A TIS, see Section 5.4) by the Turnpike in Dade County is estimated at $30.5 $38 5 million, upon comp l etion of both the SunPas s and A TIS programs. As part of the SunPass program, the Turnpike is also examining the possibility of using Type IV transponders al. so known as smart cards. If this does happen, it will be beneficial to integrate these smart cards with Dade Counties public transit system This would allow Turnpike commut ers to more easily use Park-and-Ride facilities and transit for part of their commute. 78

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The Dade County Expressway Authority The n ewly fonned Dade County Expressway Authority will coordinate, maintain and operate all the non-FOOT ETC systems in the region. This could include tolls on the Cause ways, Turnpike State Roads 112 836, 874 and any private toll road that may emerge in the near future. It is critical that these ETC systems are compatible to assure:(!) the highest level of user partic ip ation possible through increased ease to use the system and simple billing procedures across multiple agencies and roads, and (2) ease in collecting traffic data using A VI. Miami International Airport (MIA) In an effort to re duc e congestion at MlA the aiiport installed an A VI system for hotel and rental car company courtesy vans. As one of these vehicles enters the restricted lanes at the airport, it is identified and assessed a congestion impact fee. This has reduced conges t ion in the aiiport and increased airport revenues. Previously, the extent of trip making by these types of vehicles to the airport was reported on an honor syste m 5.4.8 Electronic Fare Payment Systems A strategic plan for Advanced Public Transportation Systems (APTS) for the Metro-Dade Transi t Agency was developed in late 1993. This plan identified the five highest priorities for ITS technology application in Dade County and one of the five priority areas was "smart cards", or advanced fare payment media. Smart cards are currently being considered for multi-modal (bus, rail, and people mover) and possibly multi-jurisdictional fare payment, plus payment at related parking facilities. Results of two previous studies ("Fare Cross Elast icities and Alloca tion" and "Transit Fare Policy and Strategies") will be integrated into an operational test of smart card technology being planned by MDT A. This operational test will evaluate suitability for multi-mode usage, time-based flexible fare sched u les, distance-based fares increased passenger convenience, increased data collection capability, ridership growth, and improved accoun tin g accuracy and revenue security. If the Turnpike also chooses to use smart cards -..vith their ETC system it would be ben efi cial to ensure the two systems are completely compatible 5.4.9 Transit Management Systems The Metro-Dade Transit Agency (MDTA) is well underway with its inst allation of a system wide automatic vehicle location and control center. As part of a countywide project to install an 800MHz digital radio s ystem, MOTA is a lso installing GPS-based A uto mated Vehicle Locating (AVL) technology on all of its revenue, supervisory and some maintenance vehicles. The A VL subsystem 79

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"ill communicate through a dedicated channel of the 800MHz conununication network to a new central dispatch facility, featuring bus, rail and MetroMover Computer-Aided Dispatch (CAD) control consoles. The entire undertaking is a countywide project involving several operating departments MDT A's share of the total project funding includes its specific 800MHz radio requirements ($6.34 million), the A VUCAD installation for the entire fleet ($6. 78 million), and a proportional share of the total system infrastructure and project management costs ($1.08 million). All of MOTA's project contributions are from Federal Transit Administration (FTA) Section 9 allocations plus local and state matching funds. The project is currently (Spring 1996) undergoing operational acceptance testing. All central control consoles are in place, with the 600+ buses outfitted with radios and A VL equipment. By Sununer, 1996, the rail and MetroMover fleet will be brought into the network, along with supervisory and maintenance vehicles, during the final project phase This capability will allow the existing major transfer (bus-rail and park-n-ride) stations to operate in a much more coordinated fashion, increasing the willingness to transfer between modes. Transit-related incident management is also expected to be significantly improved as well. 80

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6.0 Public Involvement and Education Program T he development and content of this section of the Plan was provided by the L ehman Center at Florida Internat i onal University in Miami and the Stein Geronto l ogical In s titute. This section is designed to provide analysis and recommendations in two areas: a) Development of a public involvement and community educational campaign, and b ) Identification of institutional issues germane to Dade County. As expected The primary focus of the research was placed on the public education and involvement plan Communi ty support for ITS applications in Dade County is essential. The cenununity at large must be convinced of th e need for those serv i ces to ensure their acceptance and success. Public input is crit i cal for dec i sion makers because it i s the principal source of information about how the public values th e nature functionality and usefulness of their transportation systems The "'best"' use of transportation resources is never evident f r om the resources themselves. There are wide variations in the ability of transportation systems to address the needs of the public. Public involvement will not only promote acceptance of new transportation technologies, it will also ensure an effective translation of potential users' needs / desires into appropriate services This is particularly critical in a setting where thousands of immigrants of diverse ethnic, culture and language groups compete for resources and where a large number of active elderly users of transportation reside. ITS promises to enhance the mobility o f drivers, users o f public transportation, and pedestrians in our community. However, the success of the new system will depend as much on the technologica l acume n of designers and builders as it will on tbe various communities' degree of acceptance. 6.1 Objectives Identification of Existing Mechanisms for Public Involvement in ITS Related Programs and Projects ITS programs and projects in Dade County are a fair l y new phenomenon. Specifically, all of the ex i sting projects, such as the Golden Glades Interchange Closed Circuit Television (CCTV) project or the M etro-Dade Transi t Agency's (MOT A) Automatic Vehicle Locator ( A VL) program, were created within the last three years Under the 1991 lntermodal Surface Transportation Efficiency Act (IS T EA}, public agencies are responsibl e for providing planning and operational leadership for ITS programs and projects As a result, researchers concentrated their efforts on identifying I TS public involvement mechanisms in existence at the follo"-ing public agencies; Florida Departmen t o f Transportation District 6 (FOOT) MOTA, Dade County Metropolitan Planning Organization (MPO), Tri-Rail Port of Miami (Seaport) Miami International Airport (MIA), and Dade County Department o f Public Works (DCPW). Additionally b ecause of their respective cities' r elative population size and economic power Public Works departments in Miami and Coral Gab les were also included in the investigation. 81

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The process of gathering data on ITS comm unity involvement and education was implemented as follows: Identification of key personnel responsible for public involvement and education at each agency: This step was achi eved by compiling lists of official positions and names, usually the public relations director or its designated representative, for each agency. Telephone surveys: Following identification o f responsible officials, telephone surveys were conducted to solicit information on a) the existence of ITS related public involvement and education mechanisms, and b) the procedures for their implementation. Level of Awareness and Understanding of ITS Issues In this phase of the study, the primary task was to fmd out what and how much people knew about ITS. ln developing this section of the research plan, an advisory task force was created to provide suggestions and guidance to researchers. This task force consisted of a community activist in an immigrant community, an elementary school teacher, a trucking operations expert, a financial analyst specializing in privatization of public infrastructure, MDT A, and FOOT representatives. The members of the task force represented the ethnic diversity found in Dade county and had responsibilities in transportation related matters in addition to their other professional activities. This task force served as a temporary mechanism, and is not to be viewed as the suggested Dade County Task Force. To assess the level of awareness of ITS, two types of survey questionnaires were developed: the "Organization Survey", and the "Individual Survey." They were designed with a different objective. The goal of the Individual Survey was to determine whether the persons interview ed bad any knowledge of ITS at a global level and to identify ways in which they perceived that ITS would be useful to them. The goal of the Organization Survey was to gather detailed information about awareness of ITS as well as the organization's preferred means for acquiring and disse minating information. The end result of these fact finding exercises provided a basis for identifying the stakeholders, their needs and the structure for implementing specific public education and involvement strategies. Researc hers proceeded as follows: I) community and civic (secular and religious) organizations: collectively these entities represent part of an active citizenry 'vith experience and commitment to public, sectarian, issues. 2) professional groups/societies: these organizations are able to contribute specific knowledge, opinions and/or skills to this multidisplinary process. 3) community organizations (ethnic): they represent. the kaleidoscope of cultures, languages and lifestyles which greatly infl uence Dade County's quality of life and political processes. 82

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4) chambers of commerce/business associations: these entities have a critical role to play as representatives of the private sector, part icularly in issues of joint-partnerships 5) government entities : these public agencies usually have the responsibility for establishing the agenda for planning and implementation of public programs. 6) educational institutions: the research and training capabilities of schools, colleges and universities, as well as their relationship with practically every sector of Dade County, provide an excellent mechanism for a public involvement and education campaign. 7) transportation providers : these organizations are the mechanisms which effectuate the movement of people and commodities, thus rendering them a necessary part of the process. In addition to the above, and as mentioned earlier a separate survey was conducted on persons 65 and older to determine their level of awareness ofJTS. This population was selected because the elderly represent a substantive portion of the population of Florida and are users of the roadways and various means of transportation. Selection of specific community organizations, professional organizations and transportation stakeholders groups to participate in mail survey: This process was completed in rwo steps. First, a list of community organizations already involved in the public transportation arena was requested from the public transportation agencies ident ified previously. Given the level of contact of these groups with transportation agencies, it was speculated that they might have a higher level of awareness ofiTS than other groups surveyed and might be more willing to part i cipate in an ITS public involvement campaign. Thus, past or current invo l vement with a transportation agency was one of the criteria used to identify potential survey respondents. Secondly, agencies or institutions with a strong representation in the various economic, ethnic and geographical arenas, e.g. Greater Miami Chamber of Commerce (GMCC), Florida International University (FlU), Miami Dade Community College (MDCC) and Dade County Public Schools (DCPS) were also asked to submit a list of organizations. Most of the selected organizations are acknow ledged to be among the top 15 largest employers in Dade County. The underlying rationale for involving these institutions is based on the premise that achieving the primary ITS goals--i.e. safety on the roadwa y and fuU deployment of a network--depends on appropriate education of drivers and joint partnerships with the private sector in creating and operating the technologies used in the network. In addition, involving educational institutions in this proces s allows researchers to reach the group of drivers most frequently involved in highway fatalities (15-24 year olds). 83

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Information Dissemination In order to successfully design and implement a public involvement and education campaign it is important to identify the various tools used by organizations to acquire and disseminate information. As such, the Organization Survey solicited information regarding the most popular or preferred mechanisms used to achieve these ends. Responses to these questions--in addition to the researchers' familiarity with other research regarding various groups' (e .g. imm igran t populations) preferred means for obtaining information, as well as discussion with subject matter experts--will guide the dev elopment of effective methods for dissemination of information about ITS. Recommendations for Development of an ITS Public Involvement and Education Plan Recommendations will be provided based on the results of the surveys, focus groups and the other teclmiques used for assessing public awareness of ITS issues. These recommendations will identify unique strategies, mechanisms, teclmiques and tools which will optimize dissemination of ITS related information, and maximize the participation of the Dade County's various ethnic, social and economi c groups. 6.2 Survey Results and Discussion 6.2.1 Survey of Organizations Key public information personnel were identified and contacted at a total of 9 public transportation agencies Although 8 of the 9 organizations had rather sophisticated public involvement/education mechanisms in place (the only exception was DCPW which seemed to rely primarily on MPO's resources), only 3 entities acknowledged having some type of!TS related information package for the public at large. The MPO, FOOT and MDTA information materials are mos tly descriptions of on-going projectS, e.g., Golden Glades Interchange, Venetian Causeway's ETC, transit pre-trip planning and Automated Vehicle Locator. Most of these materials (with the exception of the March 1996 MPO pamphlet on ITS) may not be appropriate for a public that needs basic ITS information. Furthermore, no agency reported having a functional ITS invo l veme n t/education program in place; consequently individuals and/or organizations, would not be expected to have learned about ITS from formal sources. 84

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Table 1 9: Survey Res p o n d ent s r: , . . Conununity Organizations 2 0 P r ofess ionalff rade Groups 1 2 Chambers of Conunerc e 1 4 Government 3 E d uc a tion a l 2 Transportation 2 Ethnic Groups 2 ; '-: '' . 8; ;.: -: t . .. ,,,..A ITS, H ighTech H i g h ways 15 38 2 55 or Smart Highways AT M S 10 4 5 55 CVO 14 41 55 APTS 16 3 9 55 ATIS 13 .. 42 55 ETC 19 .. 36 55 'ThiS opuon was only available for ITS 10 general 85

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6.2.2 Survey of Elderly The Stein Gerontological Institute (SGI), while using the Individuals survey conducted an interview of twenty-three older persons, twelve of whom had been invited to attend the Town Meeting organized by the F lU Lehman Center, specifically for the purpose of informing the public. The remainder (i.e., II) had not, to the researchers' knowledge, received any formal presentation on ITS. The data obtained from the interview of the 23 elderly persons were also complemented by other information derived from focus group interviews and other mobility-related research conducted at the Institute. Information gathered during the interview included the frequency of use of various means of mobility (i.e driving patterns, use of public transportation, and walking habits), likes and dislikes of these means, as well as ways in which ITS can enhance them. The results will be presented in Appendix C. Information About ITS As might be expected, the majority (91 %) of respondents had not heard about ITS nor were they aware of the various implementations ofiTS in Dade county. Those who attended the FlU Town Meeting rated it highly and thought of it as very informative They expressed surprise upon learning of ITS technologies in current use as well as implementations of various ITS e lem ents (e.g., automatic toll collection, changeable message signs) in Dade. However, they perceived these technologies as potentially helpful to them Individuals who did not attend the Town Meeting perceived these technologies as futuristic until they were informed of the current implementations ofiTS in Dade. This seems to highlight the need for educating the elderly driver who constitute a substantial population of Florida about ITS and the ways it will enhance their mobility. Furthermore, the contribution of ITS technologies to drivers' performance should be continually evaluated and feedback obtained should guide the design of such elements. From a design perspective, feedback from older persons is especially important since they are more likely to suffer deficits that would greatly impact upon their performance as drivers, pedestrians, and users of public transportation. The translation of elderly consumers concerns into good ITS design will not only promote acceptance of such technolog ies by these users but will also ensure the success ofiTS. 6.3 Summary of Results In summary, the research results have crystallized three major findings: public agencies need to not only implement a thorough ITS public education and involvement campaign, but must also coordinate their efforts; 86

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organizations and individuals (i.e., community organizations and the public at large) appear not to have an appreciation of ITS concepts or projects; and. methods for disseminating ITS information must be flexible and varied enough to match the preferential tools of the constituency to be reached. The study clearly reveals that Dade County's communities have not had the opportunity to develop an understanding of, or an appreciation for, Intelligent Transportation Systems. Yet, since national regional and lo cal ITS programs and concepts are still by and large, in a state of flux, this state of affairs does not necessarily imply a shortcoming in the public education and involvement programs at public transportation agencies. Rather, what the research uncovered wa5 an opportunity for the transportation sector to marshall the resources available within the various ethnic, political, and b usiness communities. Reaching out to the multicultural, multigenerational and economically diverse communities of Dade County, will not only facilitate the plann ing and implementation process, but will also validate the needs for the services provided by the new technologies. As the results of the survey indicates, both the business communities and the neighborhood/civic associations are willing to participate in the public education and involvement process. The public agencies responsible for the planning and implementation of ITS projects and programs must take a leadership rol e in developing a coordinated plan which allows for the integration of these spatially, culturally and economically distanced communities. 6.4 Identification of Dade County Institutional Issues The institutional barriers identified with regards to ITS deployment in Dade County can be placed in th ree main categories. These major headings, which are for the most part unavoidably interrelated are as follows; l Multi -j urisdictional issues which include intergovenunental as well as multi-agency issues. 2 Private Sector/Public Sector issues in ITS implementation and privacy issues pertaining to the users of ITS services. 3 Privacy issues related to users of ITS services. Multi-Jurisdictional Issues The success of a large public project such as ITS deployment is not typically driven by the level of technological prowess but rather by the level of political support for such projects. Thus the potential benefits of an ITS project in Dade County, given the regional fragmentation, may be highly dependent on the political suppon elicited from several county govenunents, cities and municipalities. 87

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lo addition to Dade County's political institutions, cooperation from gov e rnments ofBroward, Palm Beach and Monroe Counties must be secured. Areas wh e re possible jurisdictional conflicts may arise must be identified and recommendations offered to remove any obstacle which may impede the success ofiTS i mplementation. Mu lt i-Agency Issues While ITS p l anners must deal with local and regional governments for political and financial support t h e y mus t also contend with the multitude of l ocal agencies which often share overlapping respon s ibilities. One of the difficu l ties for a system which will rely so heavily on information provided by a variety of sectors will be to navigate successfully through the different sets of bureaucratic requirements Hence there must be a system or agency which facilitates the breaking down of jurisdictional barriers. This issue will be revisited later in the section dealing with private sector part i cipation. In add i tion to conflicting or cumbersome bureaucratic regulations one of the issues which must be studied is the ability of local agencies to perform required operations and necessary maintenance of the infrastructure. Ano ther identifiab l e i ssue may be the unevenness of capabilities among local jurisdictions. This imbalance must be addressed for a unified approach to ITS implementation. Severa l gov e rnmental agencies located within the tri-county area are responsib l e for the p l anning, design, construction, maintenance, and operation of new and existing transportation facilities Most of these agencies are located in Dade County or have l ocal inv olvement facilities: I Public Works De partment is responsible for the design, installation, maintenance and operation of county roads and all traffic control d e vices. However, most municipalities maintain local streets 2. Metro Dade Transit Agency is responsible for th e p l anning design, construction operation and m aintenance of transit facili t ies. 3 Department of Public Safety i s responsible for the traffic re l ated incidents on roadways in unincorporated areas The roadway netw ork within munic i palities are policed by the municipality. 4. County-wide Metropolitan Planning Organization (MPO). The Metropolitan P l anning Organization insures compliance with federal regulations requiring highways, mass transit, and oth e r transportation facilities and services to be properly deployed. It is also the MPO's responsibility to insure that transportation plans and services be consistent with the overall urban development plan. 5. The Florida Department of Transportation (FDOT), is the agency responsible for the des i gn, construction, maintenance and operations of the Interstate and State-owned facilities. FDO T 88

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is also responsible for all traffic contro l devices on facilities under their jurisdiction. Two FDOT Districts are in the affected area, Districts 4 and 6 6. lbe Florida Turnpike of the Department of Transportation is res p o n sible for the p l anning, operations and maintenance of the nwnerous toll facilities. 7. The F l orida Highway Patro l is respons i ble f or law-enforcemen t on limited access facilities and state facilities in various jurisdictions. The degree of responsibili t ies varies with the jurisdictions. 8. Tri-County Commuter Rail A u thority (Tri-Rail). The Tri-Rail Authority is responsible for the planning, operations and maintenance of the 67 mile north-south commuter rail service with 17 stations located in the service area. Private Sector Iss u es Over the past years the deployment of ITS techno l ogy i n the public realm has usually taken place within the context of private/public partnerships. The ro l es assigned to each sector usually follow a relatively traditional path. The public sector assumes responsibility for i nfrastructure and the private sector steps in to supply what the public sector canno t provide. Private sector interest s have not encounte r ed ml\ior problems in working with e n gineering and operations staff. However implicit to the notion of working within a mu l ti-agency multi jurisdictional context i s the perception that the private sector wi ll have t o deal with several sets o f purchasing, accounting and administra t ive staffs whose requireme n ts ofte n conflict. There are several issues which mus t be explored v..ith regards to private sector involvement with publicly funded ITS infrastructure: 1 Multiple agency involvement 2. Private sector accountability to the tax paying public, and degree of public participation allowed in this private/public venture 3 T e chnological instabilityTechnology is constantly changing. 4. Public benefit versus private benefits. Private sector profit driven incentives are fairly straight forward, whereas p u blic sector incent i ves particularly with mu l ti-agency participation are much more complex. 5. Private sector reluctance to invest in politically "unstable" (fractious county commission) or uncertai n regu l atory climate L ega l Iss ue s In addition to the usual contractual agreements binding public and private sectors, there are specific l egal issues which must be addressed with regards to ITS deployment. 89

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I. Tort Liability: In case of tort related lawsuits, which sector asswnes financial responsibility? 2. Privacy issues. One example ofJTS implementation is Electronic Toll Collection teclmology (ETC). ETC teclmologies, monitor and control vehicl e operation and trajectories. The public, and more particularly, participants in the ETC program need to know whether information gathered by the system may be used legally against them. Other privacy issues include concern over the use by law enforcement agencies to monitor movement of certain program participants in cenain localities. 6.5 Recommendations for Public Involvement and Education The following policy recommendations are intended as corrective measures for problems and deficiencies identified by this study. P ublic need to develop a coordinated effort Recommendation: As a general recommendation, the Plan advocates adopting a three tiered public involvement policy which includes the private sector, transportation agencies and community organizations. This Citizens Task Force for the Dade County ITS Plan must be reflective of Dade County's rich cultural and ethnic and social diversity. It should be composed of a healthy mix representing the private and public sectors, commuters who are either car or transit dependent, and other specific groups, such as the non-English speaking residents of Dade, the elderly and the young The primarily role of the task force will be to provide advice and information about the concerns/needs of the communities they represent and to serve as a sounding board for political feasibility and community acceptance of intended projects. This coordinated plan of education and public involvement would be administered by the MPO. Organizations and individuals for tbe most part do not seem to bave any undentand.ing or appreciation of ITS. Recommendation: Facilitate and provide for ITS site visits by community groups and associations. Distribute the type of pamphlet developed by the MPO to community organizations, schools, at specific rai l stations, toll booths, and churches, develop workshops for specific organizations, and groups of individuals, train bus drivers and train operators to highlight (e.g., PA system) specific ITS applications relevant to their mode of transportation. Because of the diverse nature and level of interest of the constituencies, specific efforts will have to be made to market special components of the ITS to specific groups, i.e., a form of market segmentation. Involve colleges, universities and high schoo ls in the process. Met bod s for disse minating info rmation must be flexible and se lective. Recommendation : Select specific media for targeted populations Research has shown that immigrants groups rely heavil y on ethnic press for information. This suggests both printed press and radio. The Janer will facilitate dissemination of information among communities that may have high levels of illiteracy but whose input, nevertheless is crucial. Select themes (e.g., ITS components) and produce leafl etsf newsletters on these themes giving examples as implemented in Dade County 90

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projects. Needs assessment ofspecific groups made of use rs of transportation related systems need to be conducted regularly to determine the following: a) issues to be addressed, and b) the effectiveness of specific applications. This information will help to guide the development of public education material that are appropriate for specific groups. Examples of the format of two potential educat ional events, a seminar / workshop for college students and a call-in radio show for an immigrant group, are provided in the Appendix. With minor changes in all components, similar formats can be developed for other targeted populations. Organize school technical fairs around ITS. Recommendation: The multidisciplinary aspects of the subject should be used to cross technical and social boundaries. As stated earlier, in preparing the public education and involvement campaign, materials have to be designed to accommodate various constituencies. Such materials might include basic information on ITS in general and on Dade County ITS projects in particular. Materials used can range from the traditional, e.g., radio, television, newspaper articles, newsl etter, surveys, seminars and workshops, to the non-conventional, e.g., Internet, world wide web, co-sponsorship of events, sponsorship of competitions, promotional skits at educational, artistic and/or athletic events. To the extent possible, community wide efforts should be focused through the less expensive and free tools, public television radio and community/neighborhood based newspapers. The primary sources of information for developing local ITS promotional campaigns within Dade County should be the target groups themselves (e.g elderly, non-english speakers, transit rail riders} The ideas and format for the edu cational materials can be obtained through such approaches as focus groups and/or workshops. Additional inpu t can be obtained from professional marketing consult an ts, MPO staff and others. 91

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7.0 Public-Private Partnerships Govenunent agencies are fmding it increasingly difficult to fund transportation projects. This includes ITS projects which are new and untested, and are therefore still attempting to prove themselves worthy of funding. 1bis has resulted in the need to look to the private sector for fmancial and technical assistance in order to pursue many projects. Public-private partnerships work becau se both agencies have something the other wants or needs Often a govenunent agency will have something (i.e right of way or data) which members of the private sector deem valuable. The private sector will offer something (i. e ., the installatio n of equipment) to the public sector in exchange for what the government agency has, or rights to what the govenunent agency has. In order for the priva t e sector to deem anything of value they must see a possible profit resulting from its use. One example happening in several states is the leasing of highway right of way to companies who install fiber optic lines along the roadway. The public sector is given the right to use several of the fiber optic cables installed and, after a period oftime (typically around 30 years), all cables and right of way reverts back to the public agency. The private companie s install the cable along the right of way, and the ability to do this is extremely valuable, since it would be much more difficult and expensive to install the cable anywhere else, particularly in urban areas. The private company then has the use of the majority of cables it has installed. 1bis is so attractive to private companies, that they actually bid on the right to do this, with the highest bidder winning the contract and the public agency getting the money. 7.1 Partnerships Objectives F or public sector agencies, partnerships allow them to get more accomplished while using the same, or less, amount of public mone y. The public agency often: receives free i nfrastructure or infrastructure for a reduced cost; rece i ves free info rmation; receives contributions towards the cost of the public service (i.e., private companies pay for the right to use traffic data collected from the advanced traffic management system); or receives free services, technology and/or equipment. For private sector companies, partnerships are another method of making a profit. 1bis profit is obtained through: reduced cost advertis ing (ie. on a VMS, on HAR, or on service patrols); reselling advertising space to other private sector companies (ie. install a VMS for the public sector to use and lease advertising o n the sign to other private sector companies); and selling value-added information or a specialized service to the public 92

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The basic objective is to Jessen the finan cial burden on public agencies while still offering the p ub lic a high level of setvice. This high level of service is important for the public agency to ensure when it negotiates any public-private partnership agreement. It i s therefore important that the general public have a strong voice in what public property and rights the public agency sells or rents. Some ite m s may prove difficult to privatize or partnership in simply because the public does not trust a private sector agency to run what was always a public sector op<..>ration. The public may also resent the fact that what was once seen as a "free" public service (paid by general taxes), will now be user pay. The public must be well informed of the benefits of this partnerships, why things are changing, and how it will benefit them. Each public private partnership should be reviewed by the Citizens Transportation Advisory Commission (CT AC) and/or the Transportation Policy Commission (TPC). At least one of these agencies should have a s ignifican t amount of responsibility in approving or rejecting any public private partnership. A listing of technology vendors, integrators, and consultants is included in Appendix A. This lis t focuses on companies in the Dade County area and to a lesser extent on those in Florida. This list is far from comprehensive, and is designed to help readers find some initial contacts in the ITS industry. This list will help public sector agencies better target RFis/RFPs, or letters of interest solicitations regarding ITS development, procurement, and deployment. Also included in Appendix A is a listing of local, state and national contacts. 7.2 Participation Incentives Seek Request For Information (RFI) The public sector agency simply asks vendors to supply it with information so that the agency can plan future endeavors more accurately. The agency has no obligation to award the contract to the responders. This can provide an excellent amount of "free" vendor knowledge. One method is to ask for written responses. Another is to hold an open forum discussion with vendors/system integrators (e.g., SunPass Open Forum held in Tampa during November 1995). Conduct Field Evaluation/Operational Tests Prior to Deployment Vendors typically participate at their own expense (or at significantly reduced rates) in return for "exposure". Again, no mandatory participation is required and there is no guarantee of formal contract award. Participation can be sole-source or conventionally advertised. Citizen Advisory Groups can participate in the evaluation process to gain confidence in the technology. Provide for Design, Build, Operate & Maintain Options The consultant/technology vendor designs, builds operates and/or maintains tbe infrastructure. In return they get all, or a portion of, the revenue generated by that infrastructure for a fixed period of time (e.g., private toll roads, real-time mobility information service). 93

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Provide Free Advertising Space A company which provides ITS "devices" at a reduced rate could be permitted to sell advertising space on the "device" (e g., transponder, G.P.S. unit, kiosks ete.) Add Contract Incentive Clauses If ITS deploymen t reduces congestion (i.e., reduces the need to build more capacity), the agency will provide financial incentive ,. (savings in capital expenditures) back to the consultant/technology vendor. Allow for Performance-Based Specifications Allow flexibility in detailing "hybrid" technical specifications, and do not focus on details Instead, ide n tify perfonnance needs up fron t which all ow for more open competition and creativity in consultant/technology response. Clearly Identify ITS Marketplace The public sector agency needs to document potential market size/usage for the private sector so that it can gauge local investment opportunities in ITS. Actively Sponsor and Participate in ITS "Town Meeting" Events The public sector agency should encourage and promote dialog between all interested/potentially im p acted parties (i.e., traveling public, public agencies, educators consultants/technology vendors) to stimulate knowledge transfer and discussion of perceived and real benefi ts. 7.3 Information Technology Department (lTD) Many public-private partnerships wil l be and need to be founded to facilitate efficient cost.effective ITS deployment in Dade County. One example involves Dade County's lTD that is in charge of \vire network connectivity in Dade County. This effectively gives them control over Dade County's fiber optic network. Under their guidance the county has a significant amount of cable in the ground and operating now (see Section 5 4 for description of the current cabl e network). To accomplish this task lTD developed an innovative public/private partnership agreement with a private company who installs imd then leases/sells the fiber-optic cable. lTD allows t h e company to instal l the cable along any of the county road rights o f way In return the county gets the use of 12 strands of fiber-optic cable and is paid a nominal fee per unit length of cabl e installed. This fee is indexed to the annual growth rate in the area The private company gets the use of the right of way, and the ability to choose when and where to install the cable. T o date over SO rniles of cable have been installed and is connected to nine county buildings. This is one example of a highly effective ITS public/pri v ate partnership performed by Dade Coun ty 94

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8.0 Conclusions and Recommendations The Dade County area has many ITS projects currently underway or slated to begin in the near future. These are highlighted in Section 5.4 and include: Current Projects These projects represent an excellent foundation for ITS in Dade County. They cover most of the IT! categories outlined in Operation TimeSaver-which are the building blocks for ITS deploymenL However there are a great many more ITS projects Dade County could deploy that would prove extremely beneficial. The following text box indicates some of the top priorities that were not funded or officially proposed prior to this docwnenL 95

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In order to sustain the current level of ITS development and deployment it is important for several action items to occur. First, it is important that the ITS Steering Committee and Metro Dade MPO Board adopt this Plan. In doing so it gives them clear directions on how to el
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Endnotes 1 U.S. Department ofTfansportation. Implementation of the National Intelligent Vehicle Highway Systems (JVHS) Program Plan, Report to Congress Washington, D C June 1994, pp. 1-8. 2 "EDF Suggests Teeth to Add to Gears of Operation TimeSaver. INSIDE ITS, Vol. 6 No. 1 4 Washington, D C July I, 1996, pp.l5 3. ITS Florida Membership Fonn, Gainesville, FL, 1996. 4 Intelligen t Corridor System, lnfonnat iona! brochure provided by the Florida Department ofTransportation Florida, USA, N ovember, 1995. 5 Intelligent Corridor System, Jnfonnationa! brochure provided b y the Florida Department ofTrans portation, Florida, USA, N ovember 1995 6. National P r ogr a m Plan for Intelligent Transportation Systems (ITS}, Final Draft, deve l oped by the U.S. Department of T ransportation and ITS America, Washingto n D C. November, 1994, p. 39. 7. "Program Links Local Governmen t with ITS", The Urban Transportation Monitor, Lawley Publi c ations Vol. 9, No. 2, February 3 1 995. 8. National Program Plan for Intell i gent Transportation Systems (ITS), Final Draft, developed by the U S Department of Trans portation and ITS America, Washingto n D.C ., November 1994 p II-14 9. Schrank, D. eta!., Urban Roadway Congest ion-I982ro 1992 Volume 1 : Annual Report, Research Report # 1131-7, Texas Tnmsportation Institute, September 1995. I 0. Center for Urban Transportation R esearch, Performance Evaluation of Florida Transit Systems: Parr II Peer Review A nalysis Final Report, Tampa, Florida, 1 996. II. Strategy Research Corpora t ion, Visitor Profile and Tourism Impact: Great er Miami and rhe Beaches, 1 994 Annual Report, prepared for Greater Miami Convention and V i sitors Bureau M iami, Florida, June, 1995 12 Ogden, M., eta!., "An lnfonnationa! R e port: Guidelines for Establishing Freeway Serv ice Patrols," ITE Journal Vol. 66, No.2, February, 1996, p 31. 1 3 Metro-Dade Transportation Plan and Improvement Priorities: Long Range Element ( to the Year 2015), Metro-Dade Metropolitan P l anning Organization, Miami, Florida, December, 1 995, p JV-10 97

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Bibliography Barton-Asclunan Assoc., Inc. et a!. Dade County Transportation Demand Management and Congestion Mitigation Stud Metro-Dade Metropolitan Planning Organization. Miami, 1995. Batra, A. et al. JVHS-Organizational Structure and Staffing. Pacific Rim ConferenceI, 1993. Booz-AIIen & Hamilton. Institutional Impediments to Metro Traffic Management Coordination. A report prepared for Volpe National Transportation Center 1993." Carp, F. Transportation in an Aging Society: Improving Mobility and Safety for Older Persons. Signific anc e of Mobility for the Well-Being of the Elderly. Special Report 218,Vol 2, Technical papers, Transportation Research Board, National Research Council. Washington, D.C., 1988. Carty, P. Lessons Learned from the Oakland County IVHS Project. Proceedings of the IVHS AMERICA 1993 Annual Meeting, Washington, D.C.,Apri11993. Carvell, J.D. E.J. Seymour, R.L. Pe terson and G. Human. "Interagency Communications: A Vital Element in the Dallas MultiJurisdictional Env ironm ent." ITE Journal (April 1994): 12. Center for Urban Transportatio n Research. Performance Evaluation of Florida Transit Systems: Parr II Peer Review Analysis, Final Report. Tampa, March 1994. Dade County Metropolitan Planning Organization. Dade County Transit Co"idors Trans itional Analysis, Executive Summary. Miami, 1993. "Deployment: A Contentious Issue." INSIDE IVHS Vol. 5 No. 7. Washi ngton, D.C., March 27, 1995. "DOT Seeks Comments on ITS Deployment." INSIDE ITS, Vol. 5, No. 16. Washington, D .C ., August 14, 1995. Dunn, R. Co operative Government-Industry Relationships to Develop and Commercialize Technology. I TS America, Washington, DC, 1995. "EDF Suggests Teeth to Add to Gears of Operation TimeSaver." INSIDE ITS, Vol. 6, No. 14. Washington, D.C., July J, I 996. "Federal ITS Program Seeks Agreement on Path Toward Wide Deployment." INSIDE JVHS, Vol. 5, No. I, Washington, D .C. December 19, 1994. 98

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Florida Media Affiliates, Inc Miami Business Profile 1995-1996. The Beacon Council. Miami, 1995. "FHWA to Offer Grants to State Local Agencies fo r IVHS Strategic Plans." INSIDE IVHS, Vol. 3, No. 7 Washington, D .C., March 27, 1993. Ficke, R C Digest of Data on Persons with Disabilities. U.S. Department of Educat ion. National Institute on Disability and Rehabilitation Research. Washington, D.C., 1 992. Guerrier J.H Mobil ity Issues of the Older Person. Sub m itted to the White Confere nce on Aging, World Conference on Independent Living Technology, Care and Living Environm ents Orlando, N o vember 5 10, 1994. "House-Senate Compromise Gives ITS $222.78 Million," INSIDE ITS, Vol. 5 No. 22, Washington, D.C November 6 1995. Institute of Transportation Engineers Proposed Initiative on ITS Model Deploymen/ in Metropolitan Areas. Washington D.C. August 1995. Instit u t e of Transportation Engineers. Requesl for Information on ITS Deployment Iss ues, Washington, D.C., August 199 5. ITS America ITS America 1995 Membe rship Directory. Washington, D C., 1995. ITS O nline. ITS Yellow Pages Directory (www.itsonli ne.com). January I 996. ITS America Society to Increase Local Legislative Efforts. Washington, DC, 1995. ITS America. 1995 Who's Who in ITS. Washington, DC, 1995. ITS Task Team. Florida ITS Conceptual Plan (Operations Perspective). Florida Departme nt of Transportation, Florida, November 1994. IVHS America Strate gic Plan for Intelligent Vehicle-Highway Systems in the United States Executive Summary, Report No. IVHS-AMER92-3. Washington, D.C., May 1992. JHK and Associates. Florida Department of Transportation Southeast Florida Intelligent Corridor System (JCS) Design Report December 199 4. JH K a n d Associates. Southeast Florida Intelligent Corridor System Final Report. A report prepared for Florida Department of Transportation Districts 4 and 6 December 1994. 99

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JHK a n d Associate s Southeast Florida Intelligent Corridor System Design Report A report prepared for Florida Departme n t of Transportation Di s tricts 4 and 6, December 1994. Kay, J et al. IVHS Strategic Planning for Washingron State. Pacific Rim ConferenceI. 1993. Lo, H.K Hall and J.R. Windover. California Transportation Management Centers Part 1. Assessment of Existing Capabilities. PATH Wor k ing Paper 93-17, I 993 Mar k owitz, J and J Georgevich San Francisco Bay Area JVHS Early Deployment Plan, Proceedings of the IVHS AMERICA 1994 Annua l Meeting, Atlania, April 1994 Metro-Dade Metropolitan P l anning Organization. Dade's Future Rides on Mass Transit. Miami, 1995. Metro-Dade Metropolitan P l anning Organization. Metro-Dade Transportation Plan and Improvement Priorities: Long Range Element (to the Year 2010) Miami, November 1 991. Metro-Dade Metropolitan P l anning Organization. Metro-Dade Transportation Plan and Improvement Priorities: Long Range Element (to the Year 201 5). Miami, December 1995. Metro-Dade Metropolitan Planning Organization. TIP Project Selection Criteria: A Concept Report. A report prepared for The TIP Deve l opment Committee, Miami, September 199 3 Metro-Dade Metropolitan Planning Organization. Transit Development Program 1994. Miami, June 1994. Metro-Dade Metropolitan Planning Organization. 1996 Transportation Improvement Program. Miami May 1995. Metro-Dade Metropolitan Planning Organization. 1996 Unified Planning Work Program for T r ansportation. Miami, May 1995. Metropolitan P l anning Organization. Metro Dade Transportation Plan to the Year 2015: Countywide Summary Miami, May 1995. Metropolitan Transportation Commission. Multi-modal Project Application for Surface Transportation Program Funds. California, September 1995 Minnesota Guidestar. Guidelines Manual. St. Paul May 1993 Minnesota G u idestar Strategic Plan St. Paul June 1994. 100

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Morrissey, S. "High-tech Monitors Move in off I95," Vero Beach Press Jo11171(Jl (January 1996): 9-10. "New IVHS JPO to Stress 'Mains tream Dep lo yment," INSIDE JVHS, Vol. 4, No. 19, Washington, D.C., September 26, 1994. Neudorff, L. A Regional Architecture for Implementing IVHS in the Boston Metropolitan Area Proceedings of the IVHS AMERICA 1 994 Annual Meeting Atlanta, Aprill994. Ogden, M et al. "An I nformational Report : Guidelines for Establishing Freeway Service Patro ls." ITE Journal Vol. 66, No 2 (February I 996): 3 I. Patel, R. Dealing with IVHS Issues in Urban Areas. Proceedings of the IVHS AMERICA 1 994 Annual Meeting, Atlanta, April I 994. Peterson, C.N., and D .S. Olson. Institutional Barriers to WHS: Sample Contractor List. A report prepared for FHWA, U S Department of Transportation, and Vo lpe National Transportat ion Systems Center, Cambridge November I 993. Pietrzy k M., and R. Yettaw. Finding the Right JVHS Partnership on a Local Level. Proceedings of the IVHS AMERICA 1994 Annual Meeting A tl anta, Georgia, April 199 4. Pittenger, J., et al. JVHS-Ohio : A State Initiative. Proceedings of the IVHS AMERICA 1994 Annua l Meeting, At l anta, April 1 994. P l ummer, David, and Assoc iate s, Dade County Mobility Management Process/Congestion Management System, Final Draft Report, Metro-Dade Metropolitan Planning Organization, 1996. Polk, A., et al. Strategi c P l an for Advanced Public Transportatio n Syste m s for the Metro-Dade Transit Agency. Center for Urban Transportation Research. Tampa December I993. "Program Links Local Government with ITS," The Urban Transportation Monitor, Lawl ey Publications Vol. 9, No.2, February 3, 1995. P r oposed /995 Evaluation and Appraisal Report for the Land Use Element, Part I, Comprehensive Development Master Plan. Metropolitan Dade County, Miami, June 1995. Proposed 1995 Evaluat ion and Appraisal Report for the Moss Transit Ele ment, Part JJI, Comprehensive Development Moster Plan Metropolitan Dade County, Miami June 1995. Proposed 1995 Evaluation and Appraisal Report for the Traffic Circulation Element, Part II. C omprehensive Development Master Plan. Metropolitan Dade County, Miami, Ju n e 1995 101

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Propo sed 1995 Evaluation and Appraisal Report for the Port and Aviation Element, Part IV, Comprehensive Development Master Plan Metropolitan Dade County Miami, J une 1995. Rosenbloom, S The Mobility Needs of the Elderly. I n Special Report 218. Transportation in an Aging Society, Improving Mobility and Safety for Older Persons Vol 2, Technical papers. Transportation Research Board, National Research Council, Washington, D.C. 1988. Schrank, D et al. Urban Roadway Congestion 1982 to 1992 Volume 1 : Annual Report, Research Report # 1131-7. Texas Transportation Institute, September 1995. Smith, S., et a!. ITS Implications for Local Municipalities: City of Santa Ana's Traffic System Management Initiative. Proceedings of the ITS AMERICA 1995 Annual Meeting, Washi n gton D.C., March 1995. Smit h B. The Virginia Department ofTransportation 's Strategic Plan for an Intelligent Vehicle Highway Systems Program Proceedings of the IVHS AMERICA 1993 Annual Meeting, Washington D.C. April 1993. Strategy Research Corporation. Visitor Profile and Tourism lmpoct: Greater Miami and the Beaches, 1994 Annual Report. A report prepared for Greater Miami Convention and Visitors Bureau Miami, June 1995. Sucher P. The IVHS Early D e ployment Planning Program, Obstacles to Successful Completion -The New Jersey Experience. Proceedings of the IVHS AMERICA 1994 Annual Meeting, Atlanta, Apri l 1994. Survey of Dade County fl'S Steering Committee Conducted by Center for Urban Transportation Research personnel, November 1995. The /996 International ITS Index. Transport Technology Publishing New York, N Y January 1996. Urban Mobility Corporation. "Operation TimeSaver: A New Direction for Federal ITS Program," Innovation Briefs, Vol.7, No. I. Washington, DC, February 1996. U.S Department of Transportation. Implementation of the National Intelligent Vehicle Highway Systems (IVHS) Program Plan, Report to Congress, Washington D.C. June 1994. U.S. Department of Transportation and ITS America. fl'S Architecture Development Program, Phase I Summary Report Washington, D.C. 1994. U.S. Department of Transportation ITS AMERICA Coordinating Council Meeting, Federa l Report, Washington, D.C., July 1995. 102

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U S. Department of Transportation. IVHS Strategic Plan. Report to Congress, Washington, D.C., December 1992. U.S. Department of Transportation and ITS America National Program Plan for Intelligent Transportation Systems (ITS), Final Draft. Washington, D.C., November 1994. U. S Department of Transportation. Nontechnical Constraints and Barriers to Implementation of Intelligent VehicleHighway Systems, Washington D.C ., 1994. U .S. Department of Transportation Public and Private Sector Roles in Intelligent VehicleHighway Systems (JVHS) Deployment. A Policy Discussion Series Number 3, April 1992. V araiya, P. Smart Cars on Smart Roads: Problems of Control, IEEE Tran sactions on Automated Control, Vol. 38, 1993. Wilson, J. Q. Bureaucracy: What Government Agencies Do and Why They Do It, Basic Books, 1989. Wright, J and E. Ofstead Minnesota Guidestar -Progress Towards a Statewide Intelligent Transportation System, Pacific Rim Conference -I, 1993. Wright, J. Minnesota Guides/or Reaching Towards a Twin Cities ATMS. Proceedings of the IVHS AMERICA 1993 Annual Meeting, Washington, D.C., Apri ll993. 103

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Appendix A ITS Vendors, Consultants and Contacts 104

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ITS Contacts: (Note: This list is far from comprehensive, and is designed to help reader s fmd some ini tia l contacts i n the ITS industry) Organization Section P hon e Number ITS America Exe c utive Director 202-48 4 -28 90 400 Virginia Ave, S .W. Publications 202-484-2909 Suite 800 Washington, D.C. 20024-2730 Clearinghouse 202-484-4582 (202) 484-4847 ITS library 202-484-2907 Legislative affairs 202 484-4589 State and l ocal government 202-48 4-4665 outreach Legal and institutional i s sues 202-484-2895 Committee on 202-484 2893 communications and outreach Sta te Chapter Program 202-484-4669 FHWA(ITS) Director 202-366-9536 Joint Program OffiCI! ATIS/ATMS 202-3662199 Technical Program 202 -3662835 Coo rdinator Program Assessment 202-366-6503 Systems Architecture 202-366-8048 Legal and institutio n al i ssues 202 -366-8707 Regulatory and Leg islative 202-366-2202 Coor di n a tor FHW A Regional Office ITS Engineer 404-347-4075 120 Peachtree Road N W Suite 200 Atlanta GA 3036 1 05

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FHW A Div i sion Office ITS Engineer 904-942-9693 227 N Bronough Stree t Room2015 Tallahassee, FL 32301 Florida DOT ITS Contact 904-922-7292 Traffic Engineering Office Turnpike District's ITS 605 Suwannee Street, MIS 36 Director 904-488-4671 Tallahassee, Florida 32399 ITS F lorida President 904 922 5820 P.O. Box 1 16585 Gai n esville, FL 32611 6585 Membership 813 974-9815 P u blic Technology I nc. A program that links local 202 626-2465 government with ITS Techn ol o gy: Travel and Traffic I nfo Compa n y Name P hone Number Address Descriptio n American Automobile 407-444-4137 Heathrow, FL Advanced Driver and Vehicl e Advisory Association (AAA) Navigation TravTeck, Kiosks. Maxwell laboratories 619-453 0060 California Advanced Traveler tnfonnation Systems. Jn. c. S Cubed Divisio n Maintains a World Wide Web server. Metro Traffic Control 305-621 -6387 Miami, Florida Provides real-time traffic and transponation information for use i.n projects and commercial ventures Technology: Navigatio n a n d Route Plan ning Company N ame P h o n e Number Address D escripti o n Motorola 708-714-7307 Northbrook, Developed a prototype in-vehicle Illinois navigation/route guidance $ySle. m GPS 305-475 5766 Plantation, fL and dead reckoning map mat
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Siemens ITS America 810-253-1000 Auburn Hills, Vehicl e Navigation/ Advanced Traveler Michigan lnfonna t ion System (ATIS), A d vanced traffic management system (A TMS). Techno l ogy: Map Data Company Name Phone Nu mber Add r ess D escriptio n Etak Inc. 415 328-3148 Menlo Park, Map databases for GPS/navigationa l California software GeoSystems 717293-7500 Lanc:ascer, Core mapping, locating and directional PeMSyJvanja software, automated, cross country travel planning system, custom cartography Navigat ion 408-737-3200 C a lifornia Creation of comprehensive, navigable. T ethnologies Corp value-added map darabases. (NavTeeh) Tech n ology: Vehic l e Posi ti oni n g Compa n y Name Phone N umber Address Des c rip t ion ACCQPOINT 800-982-5861 Irvine, Differential Global Positioning System Communications California (DGPS), Universal Receiver. Corporation PacTcl Teletrac 714-897-0877 Garden Grove, Offers a variety of location and da t a California m essaging service produc1s, including 305-484-1300 Ft. Lauderdale, "MayDay". Florida Spectra Systems 407-998-3160 Boca Raton, Supplier of laser-based traffic sensors, Florida GPSIDGPS products. T ec h no l ogy: F l eet Managemen t Comp a n y Name Phone N umb er Add res s Descrip tion PacTel Telettac 7 1 4 -897-0877 Garden Grove, Commercial fleet management product California for location and two-way data 305-484-1300 Ft. Lauderdale, Messaging, automatic roadside as-sistant, Florida stolen vehicle recovery, nearest yellow page s information. AutoTrac. Inc. 214-392 1 300 Dallas, Texas Provides real time flee t tracking and management systems u tHizing GPS as a navigational aid. Marconi 703620 Virginia Vehicle location and fleet management Communications lnc. system, ETC technologies. 107

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Motorola 305-415-5166 Plantation, A VL, realtime vehicle maintenance Florida monitoring Technology: Communications Company Name Phone Number Address Description AKL Group, Inc. 1-305-567-00 8 4 Miami, Florida Communications Consultants ARN Communications 1 Florida Communications Consultants Group A T&T 305-232-2730 Miami, F lorida Smart te lephone information T elecommunica tions syste .ms, passenger infonnation displays. A ptek Communications 407-883-4424 Palm Beach, Personal service communicator, wireless Products Fl orida computer tenninals. Bell South 1 -305-820-8800 Miami Florida Communications Consultant GTE Internat ional Miami, Florida Communications Consultants Motorola 407 -739-38 80 Boynton Beach, Communications productS, paging Florida technology, OEM transmitters and receivers, RF data communications, prototype in-vehicle navigation/route guidance system. PacComm Packet Radio 813-8742980 Tampa, Florida Designs and manufactures packet radi o Systems, Inc modems and custom systems use in tele metry GPS tracking, OOPS transmission, dat a links, etc. RacaiDatacom 305-846-160 1 Sunrise, Florida Fiber backbone sys tem for many communications appl ications including highway traffic monitorixag. Telecom Engineering 1 -30 5 -592-4328 Florida Communications Consultants Consultants Tel ecommu nications 1-305-442-2600 Florida Communications Consultants Advisory Inc. Tecbnology: Vebicle Contro l Company Name Phone Number Address Description De lco Electronic 317-451-1921 Kokomo, Develops and market Forewarn radar Corporatio n Indiana based object detection systems and side detection systems. 108

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Eaton VORAD 619-674-1 200 S an Diego, Eaton VORAD EV T-200 Collision Technologies, L.L .C. california Warning System, adaptive cruise control, automatic b reaking Laser A tlanta Optics, 404-446866 Norcross, Provide laser optics system for Inc. Georgia commercial use, collision avoidance systems, vehicle classification and na\'igation industries. P JT Highways Systems, 4 07-9 98-0060 Boca Raton, Vehicle eontrol systems, roadside to Inc. F lori d a vehi cl e com.mupications. A VL. A Vl, Ali$. Tec hnology: ETC Integrators Company Name Phone Number Address Description Amte c h Systems Corp. 214-66 00 Dallas, Texas ln tcllitag 2000 ETC system, ETTM, congestion prici.ng, smart cards Lockheed Martin IMS 305-377-1899 Miami, Florida ITS systems integrato r s for a variety of applicati o ns inc luding ETC. MFSNctwor k 402-233-7700 Omaha. Integra tor for ETC, electronic T echnolog ies, I nc Neb raska andETTht Science Applications 703821-4468 McLean, Wholly-owned subsidiary of JHK & I nternational Virginia Associates and Syntonic. Corporation (SAIC) Syntoni c Technology, 7 17-561 2 4 00 Harrisburg, ETC, video traffic/safety Inc. Pennsylvania work e d on Advantage I 75 Technology: A VI Ve odors Company Name Pbooe Number Address Description Amtech Systems Corp 214-733-6600 Da11as, Texas lncellitag 2000 ET C system, ETTM, congestion p ricing lnt ellitag Pr oducts 602-441-7116 Scottsdale, A Motorola-Amtech Partnership, Ari:zona produces the K TAG for the Kansas Turnpike ETC system. LazerData Corporation 407-324-1230 Sanford Florida Optical bar code labels and laser-base d li.ne scanners for A VI. Mark IV lndusb'i e s Ltd. 905-624 Mississauga, Design and manufacture tags and rea ders Ontario for A VI and variable message signs. 305-670-6907 Miami, Florida 10 9

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Tec:h nology: Smar1 Cards Company Name Phon e N u mber A d dress Description Cubic Automati c 6 1 9-3100 San Diego, Designs and manufactures automatic Revenue Collection revenue collection systems for rail and Group bus transit, tollway and major parl
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Technology: Variable Message Signs Company Name Phone Number Address Description American Electronic 800-727-9111 Spokane, Lightemitting, retro-reflecthe Sign Washington changeable message signs Lake Te<:hnology 800771-1799 Tav ares florida Design, manufacturing and maintenance Products, Inc. for traffic control systems, surveillance systems, and vis-ual infonnation systems. Skyline Products, Inc. 800-759-9046 Colorado Variable and changeable message signs. Springs, Colorado Technology: Traffic Detectors Company Name Phone Number Address Description Peek Traffic -800245 7660 Sarasota, Florida Detect: speed, occupancy, headway, Components incidents, queue detection system., classification, aod weigh in motion. Schwartz E lectro407-298-1802 Orlando, Florida Designed Autoscnse I II, and Ill a Op t ics, Inc. pulsed laser range fmder for vehicl e detection and classification. Spectra Systems, Inc. 407 998-3160 Boca Raton, GPS, laser-based sensors for vehicle and Florida pedestrian de t ection, analys i s and control. Technology: Advanced Transit Systems Company Name Phone Number Address Description American Automated 904-335-3967 Gainesville, Developing a fully automated transit Transpon Systems Corp. Florida system using a dedicated roadway. Digital Recordt.-rs, Inc. 919-361-2155 Research Manufactures digital audio products for Triangle Park, use in highways and mass transiL Talking North Carolina Bus traveler information stations, and HAR. International Business 301-564-2535 Annonl<, Advanced Public Transponations Machines Corporation New York Systems (APTS), Commercial Vehicle (IBM) Opera tions (CVO) Electronic Toll Collection (ETC) and Advanced Traffic Management Systems (A TMS). Mark I V Industries 305-670-6907 Miami, Florida Traffic signal preemption for transit vehicles. in-vehicle infonnation systems. Modular Computer 305-974-1380 Ft. Lauderda le, Advanced passenge r transponation Systems, I nc. Florida systems. Ill

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Transeomm 407"729-3672 Melbourne-, A VL and computer aided dispatch for florida commercial and transit fleets. De v eloping MDT A's AVL system. Consultants/Engineers Firms Company Name Phone Number Address Description Automatary, Inc. 407-575 -0773 T equesta, CVO, TDM, ETC, emergency Florida management, a dvanced vehic .Je controls and safety systems. Boc a Technology Group 407-479 -1493 Boca Raton Automatic toll collection and int e r sta t e Florida pennit issuance via radio frequency collection devices. Two-way satellite messaging. Control Technologies of 407Q-2800 Sanford, Florida Central Florida F.R. Aleman and 305-591-S771 M iami, Florida Advanced traffic control and Associates communication system design. Frederic R. Harris, Inc. 305-8260606 Miami Lakes, IT S research planning, design, Florid a development, installation and operation. Focuses are A TMS, A TIS, APTS and advanced traffic control equipment. HNTB 407-592-5930 Orlando, florida ITS Early Deployment Studies, traffic management systems, commercial vehicle operation. ICF Kaiser 8 1 3-2815909 Tampa, Fl orida Updat ed version ofCaltran's DTIM (Direct Travel bnpact Model). Mass transit systems. J HK & Assoc iates 407-422-8813 Or lando, Florida Advanced traffic management ISTEA management systems traveler information systems. J.D. Gerdeman 305-753-5358 Coral Springs, Radio frequency identification sys t ems Associates Florida and high technology gate systems. Installed fleet management applications and access control monitoring systems Kimley-Hom & 305-739-2233 F t Lauderdale, Transportation management, Associates Florida communication hardware/software, traveler information systems Lockheed Martin IMS 305377-1899 Miami, Florida CVO aperations including work with the HELP ETC systems integrator, automated highway system work, A TMS, National ITS Architecture kiosks, ITS strategic plans. 112

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Positiv e Identification, 305-274-7841 Miami, Florida Onboard computer systems for Inc. eommercial and transit vehicles. Location management services and oommunications management systems. Post, Buckley, Schuh & 407-647-7275 Winter Par!<, Engineering and consultancy services in Inc. Florida fields of : Electron i c toll and traffic 305-592 7275 M iami, Florida management, highway advisory radio, se<:urity and surveilJance, etc. Vanasse, Hangen, 407-839-4006 Orl ando, Fl orida Focus o n tra ffi c contrOl, A T lS, incident BrustJin_ Inc. management and travel demand management. Research Facilities Name Phone Number Address Description Air Force Development 904-882 -8096 EglinAFB Electronic test & evaluation, Test Center (AFDTC) Florida measurement testing, modeling & simulation, environmental replication, hardware-in-the-loop simulation. Assoc. iate Testing 201-628-1363 Wayne, New Simulat ions o f environments in test Jab to LaboratOri es Jersey wbieh ITS equipment will be exposed during actual use. General Motor Res earch 810-986-2990 Warren, Spearheaded !h. e integration of in-vehicle & Development Cente r Michigan navigation system used during the TravTek p r oject in Orlando Universities Name Phone Number Address Description florida International 305 348-30 5 5 Miami, Florida Advanced transit systems, traffic University-Lehman managements systems, institutional and Center societal issues. hwnan factors. Unive r sity of Florida904 392-03 7 8 G a inesville, ITS State of !be Art Report, video-Transportation Research Florida imaging applications, software Center distributio n technology lW\sfer center. University of Soutb 813-974-3120 Tampa, Florida Objective independent evaluation oflTS Florida, Center for technologies, examination of application Urban Transportation areas for ITS technologies, client needs Research assessment, and market research. 113

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Auto makers/ Vehicle Manufacturers Company Name Phone Number Address Description Chrysler Corporation 810-583-5238 Auburn Hills, ITS needs definition committee, Michigan electronic clearance and payment, collision warning syste-ms. Ford Motor Company 313-594-3700 Dearborn, ADVANCE, DIRECT, ENTERPRISE, Michigan TRILOGY, all weath e r night visio n systems, obstacle detection warning, active involvement in SAE., open system architecture for ITS General Motors 810-986-2916 WaJTen ITS base technologies, products and Corporation Michigan systems on a worldwidescale. Honda R&D North 310-781-5500 Torrance, Performs research and development of America, Inc. California new automotive products. Directs ITS activities. Nissan Research & 810-488-4123 Fannington Hills Navigation system, laser radar Development, Inc. Michigan warning system, head up display. guide light system, road vehicle lighting integration. Local Government Name Phone Number Address Description City of Orlando 407 246 -2281 Orlando, Florida Operation of Traffic Management Center for Metropolitan Orlando Area, TravTek. Dade County Public 305-592-8925 Miami, Florida The Dade Traffic Control System Works Department monitoring and controlling over 2000 signalized intersections. MPO for !he Miami 305-375-4507 t.fiarni, Florida ETC, A TMS, ICS, A VL for transit, ITS Urbanized Area comprehensive plan Orland o-Orange County 407-425-8606 Orlando, Florida E-Pass (ETC) System in operation since Expressway Authority 1994. Orlando U rban Area 407-623-1075 Winter Park, Travel and trip management, incident Metropolitan Planning Florida management, traffic contrOl, electronic Organization (MPO) payment services, emergency management, safety. public transportation managemenL Tampa B ay Regional 813-577-5151 St. Petersbwg, Keep local offi cials aware of new Planning Council Florida technologies !hat effect transportation. 114

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ToO Authorities Name Phone Nu mber Address Description Florida Oeparttnent of 904-488 -467 1 Tallahasse e, fOOT o pera t es Flo ri d a s Turnpike and Transportation, Fli da expects t o gradually lnscall31\ electronic Turnpi k e Ois a ict toll
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Fish & Richardson P.C. 617-542-5070 Boston, Provides patent and Federal Massachusetts Communication Commission related services in the areas of navigation sy>tems, spread spectrum radio communication, radar of ITS and other ITS techno logies. Miller, Canfield, 202 785-0600 Washington, Participated in a FHWA project. Paddock & Stone, D.C. Examines various non-technical P.L.C. constraints involved in research development, and deployment of ITS products. 116

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Appendix B Steering Committee Interview Results 117

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Steering Committee Interview Questionnaire Results (I a) What do you feel are the worst traffic/mobility problem areas in Dade Co. t oday? (e.g. intersections, interchanges, highway segments entire areas) 1-95, Palmetto Don Shu/a Expressway, Kendall Dr., Dolphin Expressway near MIA, Miami Beach area, Bird Road, Tamiami Road US 1 in the Northeast, Southwest and downtown (l b) Do you foresee other critical probl em areas occurring in the next I 0 years? Northeast and Southeast areas rapidly developing, worsening problems on roa ds like 1-95, Don Shu/a Expressway and many EastWest links Overflow of vehicles to the minor roads near the most congested corridors ( I c) What do you think ITS can do to combat these, or other, prob lems in Dade Co.? Expressed fear that ITS can only help in a limited fashion, but continuing to add additional lanes is not the answer and often not feasible. ITS can help to optimize existing infrastructure use. (ld) What are some of the perceived problems with the implementation of!TS in Dade Co.? (e.g., privacy, legal/liability issues, lac k of funds, etc.) Coordination between agencies Politics in the decision making Lack of experience on the vendors/contractors parr Need organizational changes to incorporate ITS Public perceptio n problems (2a) What things would you like to see in the comprehensive plan we are putting together? Ranking of ITS projects for Dade County Suggested communication network between agencies, improved interagency cooperation Long term goals Specify ITS beneflls 118

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(2b) Anyt h ing in particular you would like t o see happen as a resu l t of t h e recommendations made in the plan I mmediate & short term? Cle a r ideas on how to proceed with ITS Move people to transit by improving transit information, including A VL Improve inter-agency and intra agency coordination Long term? Be wary of looking too far into the future due to the highly variable and evolving nature of ITS Look towards a fully integrated multi-modal system Expand the focus of ITS from freeway s to all road classes ( 3a) Due to the size and scope of many ITS activities it is often necessary to involve and coordinate seve ral age n c i es in order to successfully deploy ITS in an area For examp le, the Intelligent Corridor System project spans many municipalities three counties as well as the Florida Department of Transportatio n With projects such as these clearly defining the role and responsibility of each agency involved b ecomes critical. What do you see as the role I responsibility of your agency i n I T S deployme nt? FDOT good funding source should coordinate activities, especially on a regional basis MPO planning and coordination, selectio n of projects local planning responsibilities, encourage local political participation prioritize projects for the area Municipal Gove rnments need to work with FDOT and the MPO provide information and inpu t County Governments Public Works Department play the lead role in ATMS play a part in the ITS user services that stem from ATMS (collect and disseminate informaJion) need to work with FDOT and the MPO provide information and input, especially where they own the infrastructure 119

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Environmental Resources Management help with planning and design of any project/hat reduces emissions/ vehicle miles traveled T ransit Authorities (MOTA, Tri-Rail) need to form a critical part of an integrated transportation network should coordinate regionally Organizations such as IT S America and IT S Florida provide information, tec hnical clearinghouse initiate demonstration projects document ITS benefits provide a link between agencies that would otherwise not share information Universities documentation of ITS benefits teach students and possibly the community about the benefits of ITS provide techn ical guidance (research and development) (3b) Who should be the lead agency? 3 for the J ltfPO 2 for Florida DOT (!' o ensure regional cooperation) 2 for a consortium of key agencies 4 for the owner of the infrastructure (Basically the FDOT & public works department) (3c) How do you think the efforts of the various agencies will s uccessfully integrate and coordinate? will take a good amount of time clearly not there yet need to understand all the agencies and their individual goals agencies must be more flexible and accelerate decision making process coordination likely through the MPO ( 4a ) Do you see ITS playing a m ajor role in the alleviatio n of traffic p r oblems in the Metro-Dade area or more of a partial solution to be used in conjunction with conventional methods of alleviating traffic problems? 9 said a parrial solution 2 said it depends on the money invested Severalthaughtthat in the long run ITS could play a significant role 120

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( 4b) In either case, what ITS user services do you see as most promising? Immed ia te and short term: ATIS particularly realtime ATMS ETTM Incident management on freeways Traffic control (ramp metering) Keep current ITS purchases flexible enough to accommodate foture changes Long term: Do not overly concentrate on the distant foture as these rechnologies are still developing rapidly and subject to unforseen changes. AHS Extensive TDM Congestion/road pricing (Sa) The ICS project i s c learly the main ITS project in the Miami area, and will serve as the "regional umbrella" for all ITS development and deployment in the area. How do you feel about the project? Generally considered a good project Too much reliance on VMS Ran into the problem of unfamiliarity with the technology (VMS) Overwhelmingly endorsed by FHWA (5b) Did it encompass everything you feel it should? Generally yes, with rhe exceptions noted below (5c) Was anything overlooked? Needs a public consensus building effort (worksh ops, open houses, forums) Integrate acrivities of other agen cies Increased public input on ICS projects Maintenance money Local agencies need more say on equipment purchased 121

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The fact several Steering Committee members were not entirely familiar with the project may indicate the lack of promotion, consensus building, and interagency coordination mentioned above. ( 6) As part of our comprehensive plan we may be adding to the steering committee and will be creat ing an ITS coordinating committee for the metto area. This coordination committee will contain everyone from the steering committee and representatives from various ttansportation related organizations like AAA, the police department, and Metro Traffic Control. These people will kept informed on all ITS issues and their input will be solicited when an ITS project invo lves their particu lar area of expertise (6a) Do you feel that both committees are needed? I 0 said yes while 2 said both committees were not needed Some of steering commillee should sit on already formed regional groups (6b) Do you have any suggestions as to names of people or organizations you feel should be on either one of these committees? Steering: Dade County Aviation Dept. Seaport General public contact ie league of cities Private transportation More transit people An ITS consultant Expressway authority Enrique Zelaya, 305-357-6635, In charge of ITS in Broward County A regional planner from Broward Co. Coordinatin2 : Homeowners groups Emergency response and incident management Paratransit Law enforcement (FHP, Metro-Dade) AAA CTAC Transit 2020 coalition Citizen action groups To urism groups 122

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Chamber a/Commerce Gold Coa.st Commute r services Information Technology department Media Major municipalities (6c) Should these co mmittees includ e representatives from outside Dade County? 6 votes for Yes and 4 votes for No Have th e S teering Com mittee made up of Dade representatives only while Coordinatin g Committee have representatives from all three counties Only if there is a distinct need (ie. Required for federal funding) Only for a contact/info rmation sharing list, not to bring together ( 6d) What do you feel both the ITS Steering and Coordinating committees should focus their effons on? Steerine : consensus building forum clearinghouse of information cha mpion of ITS identify needs and direction of ITS program lobby TIP co mmittee in dealing with ITS projects simply suppor t the ICS Avoid duplication Public awareness Ove r sighr role Coordjnatine : identify issues and problems do the research and background information gathering/or the steerin g committee day to day operations p r oject identification foster ITS deployment (7a) As with any project, these ITS project s can cost significant amount of money. How do you feel these projects should be funded, keeping in mind the m ultijurisd icti onal nature of the projects? 123

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FederaVState government /STEA Major municipalities should help Maintenance will likely be through local governments Gas tax Impact fees Must outline and establish benefits to help gather funding Joint partnerships Just as other projects, compete for the pot of money on merits (7b) Do you think the private sector should be heavily involved? Yes, bur it must be a win-win situation for government and private sector Yes, but it will be difficult to convince them to participate The general public very skeptical of private operators Private sector will only enter when a profit is evident can riS wait for a clear profit to appear in every area? (7c) How can we encourage private sector participation, not only with funding but also with the labor and/or equipment donations? Must convince everyone (public and private) of the long term benefits Advertising space available when disseminating information Allow private ro design, build, operate, and receive some profits (like a private toll road) Provide easy access (clearing house) to answers to private sector questions on involvement in ITS projects Provide tax brakes for private investment Need to look at revamping liability issues, private firms intimidated by lawsuits involved in highway accidents Go to the private sector with o proposal (8) A critical component of this project, and the success of many of the ITS user services (e.g., dynamic ride sharing) is public involvement and participation. We feel that educating the public is the key to achieving a high level of public involvement. What do you feel are some of the options available to educate the public on ITS and its benefits to them? Nothing sells like successadvertise a successful deployment Throughout school and university curriculums Flyers and newsletters TV channel Radio 124

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Newspapers (Science and Technology section) ltiformationa/ video for distribution Bring up at meetings Open houses, forums discussions (public often does not have time to attend) PSAs Service patrols with ICS 'logo 125

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Appendix C Public Involvement and Education Program 126

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C OMPO SITION O F PROJECT ADVISORY C OMMITTEE Occupa tio n ( Gen d er) Gender/E t bnicity I nvolvement in Tra nsportat i on Elementary School Teacher Female/Hispanic Transport of Schoo l Children Catholic Priest Male/Anglo Mobility and Accessibility of Immigrants Electronic Techn i cian Male/Anglo Trucking Ope rations I nvestment Bro k er Mate/African -American Privatization of Public I nfrastructure Engineer Female/Hispanic FDOT Project M anag e r Public Femal e/African-American MDTA Passe nger Services Relations/Communications 127

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The questionnaires were administered through several means: mail surveys: the "Organizations" Survey was mailed to 163 e ntities. It included an introductory l etter requesting that the survey form be completed by an official of the organization. telephone surveys : elderly persons were administered the Individual Survey by telephone. Organizations that had not responded to our mail survey were also contacted and administered the Organizations Survey by telephone. focus groups: researchers organized two focus groups with an average of twenty persons per focus group. One of the focus group was held at Florida International University (FIU) and consisted mainly of juniors and seniors, the other focus group was held at Christ the King Catholic Church. This particu lar church was chosen primarily because of its geographical locatio n and its multi-cultural congregation. It is composed of residents living in the communities of Homestead, Perrine and Cutler Ridge. The congregation is 30 percent Hispanic 25 percent African Caribbean Americans, I 0 percent Asian and 45 percent Anglo-American A third focus grou p, held at Miami Dade Commun ity College North as a component of a separate project, was also used to assess the level of awareness and education of public agency employees about ITS iss ues/programs The focus groups were similar in format and scope. They i nvariably began with a short I 0-15 minutes presentation by FlU personnel on the Dade County ITS Plan, its Public Involvement component, ITS concepts and the objec t ives of the presentation. Information emanating from the enswng discussions was recorded informal discussion: participation in a "Transportation Career Day" at a Dade County public elementary school turned into another opportunity to introduce and discuss ITS concepts. Identification of the key populations to be targeted for a survey/workshop/focus group on ITS issues and project s : By analyzing the membership list of ITS America, on the assumption that this organization's success at bwlding consensus and creating joint partnerships could serve as an adequate outreach model, and by considering the nature of political and demographic structures of Dade County, researchers were able to identify seven broad categories of "actors" which needed to be reached: 128

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DADE COUNTY /FlU ITS SURVEY (Organiutionsl 1) N ame and Address of Org a nization (optional) 2) Please identify your organizat ion by choosln'g--o=N"'E'"o-f'"t-:h-e-f"o-:1:-lo-w-i'"n_g_c_a _t_e_g_o...,ri-es-,?:--- Community Organization_ Educational Institution_ Profe ss i onalffra de Society Publ ic/Advocacy Group Chamber of Com merce / Business A ssoc iation Othe r ________ 3) Are you fami liar with the t er ms I ntelligent Tran sportat ion Systems (ITS)", "High T ech Highways !HTHl" or "Smart Highways ISH)"? Yes No 4) If yes, please briefly describe your understanding of ITS/HTH/SH. 5 ) Are you fami liar with any one o f these e x pressions: Advanced Traffic Management Systems _Yes_ No Commercial Vehicle Operati ons Yes_No Advanced Public Transit Syste ms Yes N o Advanced Trave l er Information Systems Yes No -Electronic Toll Co llection System s _Yes _No 6) I f N o, a r e you interested in r eceiving info r mation on these subjects? Yes N o 7) If Yes, please make sure to answer question # 1 8) Please select 5 of the f ollowing means for publicizing your activities / disseminating i nformation t o your membership. Please rank them from 1-5, wit h 1--most preferred or used and 5 -least preferred or used. Sem i na r s/Workshops / Confe rences_ Te lephone_ Newsletters/Flyers_ Weekly /Monthly Meetings_ Computer Mail_ Radio Ads/Programs Television Ads / Programs Printed Press_ Other _____ 9) Please select 5 of the following means for receiv i ng informati on on ITS and ITS Projects i n Dade County. Please rank them from 1 5, with 1 --most preferred and 5-least preferred. Seminars/Worksh ops / Conference s Telephone Newsletters / F lyers Weekly/Monthly Meetings Computer M ai l Radio Ads/Pr ograms Television Ads/Programs Printed Press_ Other _ ___ 129

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1 0) Would your organization be willing to actively participate--e.g., attend meetings, provide members for advisory committees, review I TS Projects/Plans, part i cipate in outre ach activities, etc .. --i n the Dade County Public I nvo l vement P rogram? Yes No Maybe_ ITS QUESTIONNAIRE (Individuals) General Information Name ------1 l Do you currently drive? Yes No 2) If yes, how many days a week do you d ri ve? days 3) What do you l ike most about drivi ng? 4) What do you d i slike most about driving? 51 Do you use publ i c transportat i on? Yes_ No 6) How many t ime s a week do you use public transportation? days 7) What do you l ike most about using public transportation? 81 What do you disli ke most about using public transportation? 9) Do you have any difficulty walking? Yes_ No 1 0) How many days a week do you walk? days 130

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11) D id you attend the Town Meeting on In telligent Transportation Systems (ITS) recently he ld at FlU? Yes No 131

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1 2) (If Yes) Had you h e ard anything about ITS prior to that? Ye s No_ 13) Was the meeting informative? Yes No 14) How w illiTS help you as a driver (if person is a driver)? 15) Are there any issues that you have as a driver that you fee l should be addressed by I TS? 16) How will I TS help you as a user of public transportation? 17) Are there any issues that you have a s a user of public transportation that you feel shou l d be addressed by ITS? 18) How will ITS help you as a pedestrian? 19) Are there any issues that you have as a pedestrian that you feel should be addre ss ed by ITS? 20) How do you rate the Town Meeting o verall? Poor Good Fair Excellent 132

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RESULTS OF ORGANIZATIONS SURVEY: Community O r ganizations vs. Chambers of Commerce/Business Associations INTEREST I N RECEIVING INFORMATION ON INTELLIGENT TRANSPORTATION SYSTEMS Yes 34 No 21 T otal 55 BEST MEANS FOR PUBLICIZING ORGANIZATION'S ACTIVITIES (numbe r of o rganizations selecting item as one of the 5 best means} Seminars/Wo rkshops/Conferences 26 Weekly/Monthly Meetings 30 T elevis i on Ad/Programs 9 Radi o Ad/Programs 12 Telephone 29 Computer Mail/Internet 14 Printed Press 24 Newsletters/Flyers 45 Others 6 133

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RESULTS OF ORGANIZATIONS SURVEY: Community Organizations vs. Chambers of Commerce/Business Associations BEST MEANS FOR ITS INFORMATION DISSEMINATION (Number of organizations selecting item as one of t h e 5 be s t means) Seminars/Workshops / Conferences 21 Weekly/Monthly Meetings 22 Television Ad/Programs 23 Radio Ad/Pr o grams 21 Telephone 23 Computer Mail/Internet 14 Printed Press 28 Newsletters/F lyers 53 PARTICIPATION IN ITS OUTREACH ACTIVITIES Yes 1 1 No 9 May be 35 Total 55 134

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RESULTS OF ORGANIZATIONS SURVEY: Community Organizations vs. Chambers of Commerce/Business Associations FAMILIARITY WITH INTELLIGENT TRANSPORTATION SYSTEMS, HIGHTECH HIGHWAYS OR SMART HIGHWAYS (COMMUNITY ORGANIZATIONS) Yes 4 No 15 Somewhat Familia r 1 Total 20 FAMILIARITY WITH INTELLIGENT TRANSPORTATION SYSTEMS, HIGH TECH HIGHWAYS OR SMART HIGHWAYS !CHAMBERS OF COMMERCE/BUSINESS ASSOCIATIONS) Yes 2 No 11 Somewhat Familiar 1 Tota l 14 135

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RESULTS OF ORGANIZATIONS SURVEY: Community Organizations vs. Chambers of Commerce/Business Associations FAMILIARITY WITH ADVANCED TRAFFIC MANAGEMENT SYSTEMS (COMM U NITY ORGANIZATIONS) Yes 5 No 15 Total 20 FAMILIARITY WITH ADVANCED TRAFRC MANAGEMENT SYSTEMS {CHAMBERS OF COMMERCE/BUSINESS ASSOCIATIONS) Yes 1 No 13 Total 14 136

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RESULTS OF ORGANIZATIONS SURVEY : Community Organizations vs. Chambers of Commerce / Bus in ess Assoc i ations FAMILIARI T Y WITH COMMERCIAL VEHICLE OPERATIONS (COMMUNITY ORGANIZATIONS) Yes 7 No 1 3 Total 20 FAMILIARITY WITH COMMERCIAL VEHICLE OPERATIONS (CHAMBERS OF COMMERCE/BUSINESS ASSOCIATIONS) Yes 1 No 13 Total 1 4 137

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RESULTS OF ORGANIZATIONS SURVEY: Community Organ iz ations vs. Chambers of Commerce/Business Associat ion s FAMILIARITY WITH ADVANCED PUBLIC TRANSIT SYSTEMS (COMMUNITY ORGANIZATIONS) Yes 5 No 15 Total 20 FAMILIARITY WITH ADVANCED PUBLIC TRANSIT SYSTEMS (CHAMBERS OF COMMERCE/BUSINESS ASSOCIATIONS) Yes 2 No 1 2 Total 14 138

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RESULTS OF ORGANIZATIONS SURVEY: Community Organizations vs. Chambers o f Commerce/Business Associations FAMILIARITY WITH ADVANCED TRAVELE R INFORMATION SYSTEMS (COMMUNITY ORGANIZATIONS) Yes 5 No 15 Total 20 FAMILIARITY WITH ADVANCED TRAVELER INFORMATION SYSTEMS (CHAMBERS OF COMMERCE/BUSINESS ASSOCIATIONS) Yes 1 No 1 3 Total 14 139

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RESULTS OF ORGANIZATIONS SURVEY: FAMILIARITY WITH ELECTRONIC TOLL COLLECTION SYSTEMS (COMMUNITY ORGANIZATIONS) Yes 7 No 13 Total 20 FAMILIARITY WITH ELECTRONIC TOLL COLLECTION SYSTEMS CHAMBERS OF COMMERCEJBUSINESS ASSOCIATIONS Ye s 3 No 11 Total 14 INTEREST IN RECEIVING INFORMATION ON INTELLIGENT TRANSPORTATION SYSTEMS (COMMUNITY ORGANIZATIONS) Yes 9 No 1 1 Total 20 INTEREST IN RECEIVING INFORMATION ON INTELLIGENT TRANSPORTATION SYSTEMS CHAMBERS OF COMMERCE/BUSINESS ASSOCIATIONS Yes 12 No 2 Total 14 140

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RESULTS OF ORGANIZATIONS S URVEY: Community Organ i zations vs. Chambers of Commerce / Business Associations B E ST MEANS FOR PUBLICIZING ORGA NI ZATION'S ACTIVITIES (Number of C ommun ity Organ i zat ions sele cting item as one of the best 5 mean s ) Seminars/Workshops / Conferences 9 Week ly/Monthl y M eetings 8 Television Ad / Programs 4 Radio Ad/Programs 6 Telephon e 8 Computer Mail/Internet 3 Printed Press 8 Newsletters / Flyers 16 Others 3 BEST MEANS FOR PUBLICIZING ORGANIZATION'S ACTIVIT IES (Number of Chamber s of Commerce/Business Associations sel ecting item as one of the 5 best means) Seminars/Workshops / Conferences 10 Weekly/Monthly Meeti ngs 14 Television Ad/Programs 1 Radio Ad/Progr a ms 2 Telephone 9 Computer Mail/Internet 4 Printed Press 8 News letters / Flyers 13 Others 0 141

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RESULTS OF ORGANIZATIONS SURVEY: Community Organizations vs. Chambers of Commerce/Business Associations BEST MEANS OF ITS INFORMATION DISSEMINATION (Number of Community Organizations who ranked item as one of the best 5 means) Seminars/Workshops/Conferences 6 Weekly/Monthly Meetings 6 Telev is ion Ad/Programs 2 Radio Ad/Programs 4 Telephone 7 Computer Mail/Internet 4 Printed Press 7 Newsletters/Flyers 14 BEST MEANS OF ITS INFORMATION DISSEMINATION (Number of Chambers of Commerce/Business Associations who ranked item as one of the 5 best meansl Seminars/Workshops/Conferences 10 Weekly/Monthly Meeti n gs 10 Television Ad/Programs 6 Radio Ad/Programs 4 Telephone 9 Computer Mail/Internet 3 Printed Press 11 Newsletters/Flyers 13 142

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RESULTS OF ORGANIZATIONS SURVEY: Community Organizations vs. Chambers of Commerce/Business Associations PARTICIPATION IN ITS OUTREACH ACTIVITIES (COMMUNITY ORGANIZATIONS! Yes 6 No 4 Maybe 10 Total 20 PARTICIPATION IN ITS OUTREACH ACTIVITIES (CHAMBERS OF COMMERCE/PROFESSIONAL ASSOCIATIONS) Yes 2 No 0 Maybe 12 Total 14 143

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Resulls from the Organization Surveys A total of 55 entities completed the "Organizat ions Survey," yielding a response rate of 34 percent. This number includes 37 mailed-back surveys and 18 telephone interviews. The results are discussed below. Table 19 provides the breakdown of the 55 surveys by organization type. The resulting tally shows that the largest group of respondents (36 percent) were community organizations. In second place, based on the number of responses, are chambers of commerce/business associations (25 percent), followed closely by profess ional associations/trade groups which constituted 22 percent of the respondents. A secondary analysis comparing the two highest responding groups has also been conducted. A t the primary level, almost 7 out of I 0 respondents acknowledged having no familiarity with the formal expression "Intelligent Transportation Systems." or the popular media's "high -tech highways" and "smart highways" (Table 20). This level of familiarity was further explored in the survey with answers to the key components ofiTS; 82 percent of respondents said they had no familiarity with ATMS, 3 out 4 respondents acknowledged no familiarity with either CVOs or A TIS ; and seven out often respondents said that the concept of APTS was wtknown to them. Finally I out of 3 respondents said that they had some familiarity with ETC systems. However, the majority of respondents (62 percent) expressed an interest in receiving information on ITS On the s u bject of information dissemination, survey questions and responses are divided into two sections: the firs t deals with the means of acquiring informa tion, e.g., from MPO, and the second r eflects the dissemination process for sharing the information with the organization's membership. Almost all of the respondents (96 percent) said that newsletters and flyers are one of the S best means fo r outside organizations to disseminate information to their groups (See Appendix C for full survey results in Tabular form). Printed press, inclu ding ethnic newspapers, was the second tool identified as one of the 5 best means of information dissemination. Telephone, television and radio ads/programs, and monthly meetings/seminars, received almost an equal number of votes (around 40% each). A total of 82 percent of survey respond ents rate newsletters/flyers as one of the 5 best means used by their organiza tions to publicize activities. Weekly/monthly meetings (55 percent), telephone (53 percent) and seminars/workshops (47 percent) are the next tools rated highly o n the various mechanisms for dissemination. Finally, 84 percent ofrespondents expressed some level of interest in participating in ITS outreach activities. The secondary level of analysis of the "Organization Survey,'' i.e., a comparison between the top 2 respondent categories, shows a great deal of consistency among responses given by community organizations and chambers of commerce/business associations. Seventy five percent of community organizations and 79 percent of chambers of commereelbusiness associations expressed no familiarity with ITS terms. This trend is found throughout the survey, i.e., 75 144

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percent of community organizations and 82 and 93 percent of chambers of commerce acknowledge no familiarity with APTS and ATIS respectively. The onl y major difference in responses is found in the level of interest in receiving information on ITS Only 45 percen t of commWlity organir.ations expressed an interest in receiving information on ITS compared with 86 percent of chambers of commerce who were interested. In evaluating the means for information dissemination, 70 percent of community organizations believed that n ewsl e tters/flyers are one of the 5 best means of!TS informatio n dissemination, versus 93 percent for chambers of commerce. Similarly, seve n ty nine percent of chambers of commerce compared t o only thirty five percent of community organizations identified the printed press as one of the best means of information dissemination Finally, by an overwhelming margin, both types of organizations indicated that they migh t be willing to participate in ITS outreach activities (80 percent of community organizations and I 00 percent of chambers of commercelbusiness associations). Results from the Elderly Surveys Driving Patterns Most of the respondents (83%) drove and did so seven days a week. The most frequently cited reason for driving was the convenience it provided followed by the wish for independence. As for the aspects of driv ing they disliked most, most respondents ranked traffic congestion first, followed by the reckless behavior of other drivers--which was perceived both as an annoyance and a hazard. The dislikes expressed by the elderly drivers can help to explain how they hop e ITS will facilitate driving for them Specificall y, these respondents reported that ITS would be useful to them by providing en-route information and guidance, decreasing congestion, and enhancing safety. It is not surprising that elderly drivers report information and guidance as being useful; data gathered from focus group discussions conducted at SGI revealed that one of the most critical concerns of elderly drivers was the lack of advanced information regarding the condition of the road. Such information they report would permit them to either refrain from driving at such times 0( find alternate routes. Another imp l ementation of ITS mentioned by some older drivers which they believe would promote safety is the use of cameras on the road to monitor the behavior of reckless drivers The concern about the risk posed by reckless drivers has also been reported in focus group d iscussions by older drivers For example, they mentioned particularly being incensed at drivers who aware of lane reductions ahead, disregard signs to that effect and subsequently attempt to force their way ahead of the line. 145

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Use of Public Transportation Most of the respondents (70%) did not use public transportation (i.e., mass transit). The reasons given for disliking public transportation included their being too slow and inflexible. While not mentioned by the respondents interviewed, data from a White House Conference on Mobility conducted by SGI (1994) suggests that in addition to the inflexibility and slowness of mass transit, concerns for personal safety also contributed to their dislike and subsequent lack of use by the elderly. This observation is also supported by the literature. According to the respondents, ITS would be useful to them by rendering mass transit more reliable, namel y by reducing waiting time for users. It is evident that, while not mentioned by. these respondents ITS can play an important role in making mass transit attractive to them, by addressing real as well as perceived threats to their safety. Walking Habits About half (52 percent) of the respondents did not usually walk. Their reasons for not doing so had to do with the distances to their destination According to data from the U.S Department of Education 58.5 percent of persons 65 and older have a functional limitation' Therefore, it is not surprising that walking would be avoided especially to carry out such activities as shopping. Ways reported by the respondents in which ITS could improve the Stteets for pedestrians included controlling and monitoring vehicular activity at intersections with the aim of protecting pedestrians and improving crossing signals. Focus Groups Christ the King Catbolic Church Almost all of the people who participated in the discussion at this site had never heard of ITS. A handful had some notion of smart highways and were able to relate their experiences with electronic toll collection systems to ITS concepts. The general consensus of the participants was that one of the most effective ways of educating people about ITS concepts, projects and strategies is through similar presentations to church groups as well as organized field trips for congregation member s. Additionally, the group also mentioned that simple (non-technical) brochures and videos would be most useful for lay people attempting to understand the relevance of these new technologies I. Functional limitation refers to a r eduction in a pe('Son's ability to perform nine sensory and physical activities including: reading newspaper print, hearing normal conversation, walking three city blocks having speech understood, lifting and carrying a I 0 Ib bag, walking up a flight of stairs without resting, getting around outside the house without help getting around inside the house without help, and getting in and out of bed help. 146

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Miami Dade Community C'..olle11e-North. This focus group was composed of representatives from MDCC-N, from MOTA, from FlU (a ll of whom were not members of this research team), from the local chapter of the Transport Workers Unions (TWU), and from the Miami chapter of the Conference of M inority Transportation Officials (COMTO). The discussion focused on the leve l of!TS awareness among staff and employees at transportation agencies in general, and MDT A in particular The general cons ensus of the group was that aware ness of ITS concepts, issues and projects seem to be fairly lo w among both white-collar and blue-collar workers. MDTA and TWU representatives argued for the need to establish some form oflTS educational campaign for transit personne l and sugges ted that FIU and MDCC-N take a leadi n g role in the process. Specifically the representatives emphasized that the program should be multilingual, because of the substantial numbers of non-nati ve English speaking workers at the lowest 3 entry leve l s Florida International University. The results from the group s discussion show that generally speaking, a majority of respondents had no prior knowledge ofiTS. Furthermore, many participants had no idea how ITS might be of help to drivers wbilc others believed that ITS t echnologies may help to alleviate traffic congestion if it were to provide additional traffic information. Some participants believed that ITS t e chnologies may have an impact on driver/vehicle safety. Yet few of the participants actually suggested safety as one of the issues that ITS should address. Approximately half of the could not identify any issues to be addressed by ITS technologi es. Grade School Outreach Researchers, responding to an invitation from school officials, participated in a Sunset Elementary School Career Day Event which had a Trucking Operations theme. Researchers made a short presentatio n on the current and future trends in the trucking industry, within an ITS framework. Lively questions from the group of forty eight first, second and third graders (ages 6-10 years old), and their teachers, showed that although very few were familiar with ITS technologies they were most responsiv e and enthusiastic about the trends. Spec ifica lly, the students as a group expressed a great deal of interest about the weigh in -mo tion concept and the vehicle-roadside infrastructure commwlications systems. One interesting issue raised was whether high school students could also partic ipat e as advisory members The group suggested the creation of an advisory youth group which could participate in the County Plan and help in the public education process by focusing on the Dade County Public Schools. The group also favored tech fairs television ads and electronic mail as the most effective ways of reaching out to their schoolmates 147

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FIU-LCTR SEMINAR/WORKSHOP FOR COLLEGE STUDENTS Project Dade County ITS Public Information Plan Increase the awareness of ITS concepts. project and programs among students Specific Objeetjyes 1. Provide information regarding the ITS national program. 2. Provide information regarding the state and loca l ITS programs and projects 3. Enhance the image and promote an in-depth awareness of MPO"s role in the development of Dade ITS programs and projects. 4. Provide information to uninformed and misinformed students to permit them to reach a decision regarding the need for ITS p rojects and programs in Dade County. Target Audience Students in non-engineering degree programs, particularly juniorsfseniors. Essential Elements Informa tion must be accurate and provide the following: = = > Definition of ITS and all its components = = > Description of Transportation system and issues in Dade = = > Estimated short term and long term costs of ITS projects = = > Employment opportunities Information must avoid perception of "selling ITS program Information should link the student with projects addressing socio-technical pro blems Suooonive Elements Willingness of othe r institutions to permit representatives involved in ITS projects to visit school and address the students or form articulation agreements. 148

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FIU-LCTR RADIO CALL-IN FORMAT FOR IMMIGRANT GROUP Project Dade County ITS Public Information Plan Increase the awareness of ITS concepts, project and programs among immigrant groups Specific Objectives 1. Provide information regarding the ITS national program. 2. Describe ITS Techno log ies in general and implementation in Dade County in particular. 3. Describe means for accessing ITS related informat ion. 4. Respond to questions about ITS in Dade County. Target Audience Immigrant populations with limited (or nonexistent) skills in english lang uage and who are strongly dependent on public t ranspo rtation. Es sential Elements Information must be provided in appropriate language of target group, e.g., creole, or spanish, or english. If the audience targeted is mostly made up of users of pub lic transportation, then: = = > Provide information on how ITS facilitates use of public transportation = = > Describe means to currently access in formation = = > Provide information on how ITS helps in identifying alternative routes to specific destinations = = > Record information requested and concerns expressed as springboard to other of audience's transportation problems. $upportive Elements Willingness of other agencies to permit representatives involved in ITS projects to participate i n call-in show and address the audience's concerns 149

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LIS T O F ORGANIZATIONS CONT ACTE D Allport West Chamber of Commerce All People's Democratic Club Allapatah Chamber of Commerce American Legion American Dental Association American Czechoslovak Social Club Amvets, Dade Broward Memorial Chapter Arch Creek Trust Asociasion Interamerica De Hombres Association of American Schools in South America A ventura Marketing Council Bay of Pigs Veterans Association 2506 Beacon Council Economic Development Organization Biscayne Cove Con d o Association Biscayne Gardens Civic Organization Biscayn e Business and Professional Women's C lub Biscayne Gardens Civic Association Bisca yne Park Civic Club Black Business Association Boy Scouts of America Brickell Area Association Broth ers To The R escue Builder s Association of South Florida Business Assistance Center Business Coali tion for Americans with Disabilities Casablanca Co ndominium Association Catholic Community Service Catholic Home For Children Central America-US Chamber of Commerce Central NM Homeowners Christ Apostolic Church, Miami Citizen's Crime Watch of North Dade Cit izens For Responsible Oove. mment Coalition of Hispanic American Women Coconut Grove Chamber of Commerce Concerned Citizens o f Northeast Dade Concert Association of Florida Congess of Religious Credit Unions Coral Gables Women Club Coral Gables Chamber of Commerce Country Village Homeowners Association Covenant Palm Chapter 150

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Crime Is Not Acceptable Cuban American Organization For Dignity Dade County Public Schools Dade Heritage Trust Dominican Professional Association of Florida oo .... ntO\.\TI Miami Partnership EdoiDelta Association of Florida Egba Association o f Florida Elderly Persons-Hadle y Park Chapter Elite Ladies Association of Miami Executives' Association of
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Latin Chamber of Miami Beach LejeWle House Condominium Association Little Havana Development Authority Little Haiti Crime Prevention Subeouncil Marbella Park Homeowners Association Martin Luther King Economic Development Corporation Metro Miami Action Plan Metro Dade Advocates for Victims Miami Beach Taxpayers Association Miami Lakes Business Association Miami Spe<:ial Olympics Miami River Coordinating Committee Miami Shores Chamber of Commerce Miami Dade Community College Miami Dade Chamber of Commerce Miami Pioneers Club Miami Springs Historical Society Miami Shores Property Owners Miami Springs Chamber of Commerce Miami Beach Latin Chamber of Commerce Miami Historical Society Miami River Coordinating Committee MWlisport Dump Coalition The Nature Conservancy N ational Association of Letter Carriers NEDID Democratic Club N ew Horizons Community Mental Health Center Nigerian Association of South Florida North Miami Mayor's Task Force North Miami Moose Lodge North Miami Women's Club North Miami Beach Jaycees North Miami Beach Kiwanis North Miami Beach Optimist North Miami Green Thumb Garden Club North Dade League of Women Voters North Miami Elks North Miami Civilian Club North Dade Rotary Club North Miami Senior Foundation North Central Dade Community Improvement Association North Miami Beach Chamber of Commerce North Dade Chamber of Commerce Northeast Dade Chapter !52

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Palmetto Lakes Industrial Association Partners for Progress Partners For Self Employment People Acting for Community Togetherness Pockets of Pride Printing Association of South Florida Progressive Firefighter Association Incorporated Redlands Conservancy Shorecrest Homeowners Association Sierra Club South Florida Auto Dealers Association Summit C ondominium Association Sunny Isle Resort Association Sunrise Club Chapter Sunshine State Industrial Park Association. The Greater Miami Chamber of Commerce The Wilderness Center The Business Council Tropical Audubon Society Turkish America association of Florida Unidad Cubana Incorporated United Democratic Club United Taxi Owner Driver Association United Teachers of Dade County-Local l974 AFL-CJO U nited States Postal Service (UPS) U nited Teachers of Dade Veterans of Foreign Wars Post 471 Voices for Children of Dade County Voters Council ofNorth Miami Beach 128 West Perrine Community D e velopment Center West Indian Driving School Westside Property Owners Women's Chamber of Commerce Womens Preservation Society of Miami Young Women ChriS1ian Association Zapata F oun dation 153

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ITS TOWN MEETING AGENDA WEDNESDAY FEBRUARY 21. 1996 IT$ CONCEPT$, PROGRAM$ AND PROJECTS: A COMMUNITY DIALOGUE 8:00 AM --5:00 PM REGISTRATION, VENDOR EXPO AND VEHICLE DISPLAYS FHWA Advanced Traffic Control Trailer A vis Rent-a-Car Satellite Guidance System Metro Dade Transit (Automatic Vehicle Location) Bus 8:45 AM -9:00 AM INTRODUCTION AND WELCOMING REMARKS Dr. Sylvan C. Jolibois, Jr., ITS Program Manager, LCTR Dr. L David $hen, Chairman and Director, LCTR Introduction of Keynote Speaker Dr. Gordon Hopkins, Dean College of Engineering and Design Keynote Speaker The Hon. William Lehman, Member (Ret.) U.S. Congress 9:00AM-10:15 AM SESSION NO.1: INTELLIGENT TRANSPORTAT ION SYSTEMS CONCEPTS, PROGRAMS AND PROJECTS AT THE NATIONAL AND STATE LEVELS Moderator: Pr. Sylvan C. Joljbois. Jr .. Lehman Center for Transportation Research Panelists: Mr. Chris Richter, Federal Highway Administration (FHWAJ Dr. Donna Nelson, Intelligent Transportation Society (IT$ ) of America Mr. Jack H. Kay, JHK & Associates Mr. Clem Monge, U.S. Department of Transportation (USDOTJ Mr. Jack Brown, Florida Department of Transportation IFDOTJ Mr. Hamby Hutcheson, Intelligent Truck Project (ITPJ 10:15 AM--10:30 AM 10:30 AM-11:45 AM Refreshment Break SESSION N0.2: PUBLIC AND PRIVATE SECTOR PERSPECTIVES ON ITS PROGRAMS AND PROJECTS IN DADE COUNTY Moderator: Dr. Jose G uerrier. Stein Gerontological Institute Panelists; Dr. Arvind Kumbojhkar, FOOT District 6 Mr. Michael Pietrzyk, Center for Urban Transportation Research ICUTRJ Mr. Terry McKinley, Metro Dade Transit Agency (MOTA) Lt. Ernesto Duarte, Florida Highway Patrol (FHPJ Mr. Chester Chandler, Florida Turnpike Authority (FTAJ Mr. Manny Rodriguez, Miami International Airport (MIA) !54

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12:00 NN 1:30PM CORPORATE SPONSORS LUNCHEON Guest Speaker: The Hon. Arthur W. Kennedy, Member Florida Transportation Commission 1 :30 PM -3:15 PM SESSION NO 3: LOOKING INTO DADE COUNTY'S FUTURE TRANSPORTATION NETWORKS-INTELLIGENT TRANSPORTATION SYSTEMS IN THE WASHINGTON DC METROPOLITAN AREA AND AT THE ATLANTA OLYMPICS Moderator: Ms. Cheryl McConnelL De Leuw. Cather and Company Panelists: Mr. Yves Point-du..Jour, Maryland State Highway Administration (MSHA) Ms. Shelley Lynch, Georgia D ivision, Federal Highway Administration (FHWA) 3:15 PM -3:30PM 3:45PM -4:30 PM Refreshment Break SESSION NO.4: STRATEGIES FOR PUBLIC INVOLVEMENT. AWARENESS AND EDUCATION--COLLABORATIVE EFFORTS WITH THE FOURTH ESIATE MEDIAl Moderator: Ms. Yvonne McCormack. FoOT District 6 Panelists: Mr. Alphonso Chardy, The Miami Herald Mr. Marcus Garcia, Haiti en Marche Mr. Danny Alvarez, MOTA Mr. Enrique Cordoba, Radio Caracol Ms. Lucy Unsworth, Gold Coast Commuter Services Mr. Alberto Makacio, Acontecer Colombiano 6:30PM--9:00PM DINNER BANQUET Keynote Address: "In the Aftermath of the Adarand vs. Pella Supreme Court Case: Federal Opportunities for Minority and Women Owned Businesses in the Transportation Industry" Antonio J. C
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THURSDAY FEBRUARY 22. 1996 ITS CONSORTIUM INTERN AND EDUCATIONAL DEVELOPMENT MEETING 8:00 AM 4:00 PM 9:00 AM 3:00 PM Registration and Sessions FRIDAY FEBRUARY 23. 1996 Organized Tours of Dade County Transportat ion Agencies e.g ., florida Turnpike Authority, Miami lnternat j onal Airport, Metro-Dade Transit, Florida DOT. **************************** ****** Corporate Sponsors MIAMI INTERNATIONAL AIRPORT DADE COUNTY BOARD OF COMMISSIONERS De Leuw Cather and Company Barton-Aschman Associates, Inc. JHK and Associates and SAIC Consultech Engineering C2M Engineering Corp. F.R. Aleman and Associates Haitian American Engineering Society Participating Organizations Metropolitan Planning Organization Metro Dade Transit Agency Florida Department of Transportation Federal Highway Administration United States Department of Transportation, Office of the Secretary Port of Miami Florida Turnpike Authority TriCounty Commuter Rail Authority Inte lligent Transportation S ociety of America ITS Consortium, Inc. University of South Florida SAAB Systems Inc. Frederick R. Harris, Inc. Conference of Minority Transportation Officials Avis Rent-a-Car Company Navigation Technologies FlU Black Employees Association FlU Engineering Students Council FlU National Society of Black Engineers *********** 156


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68 p :
ill. ;
28 cm.
500
"Plan prepared by Michael Pietrzyk and Mark Burris"--T.p. verso.
5 FTS
In cooperation with the Center for Urban Transportation Research, University of South Florida.
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"February 1997."
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504
Includes bibliographical references (p. 98-103).
530
Also available online.
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650
Intelligent transportation systems
z Florida
Miami Metropolitan Area
x Planning.
Intelligent transportation systems
Florida
Dade County
Planning.
Intelligent transportation systems
Florida
Miami Metropolitan Area
Public opinion.
1 700
Pietrzyk, Michael C.
Burris, Mark Whitman,
1970-
2 710
Metropolitan Planning Organization (Metropolitan Dade County, Fla.)
University of South Florida.
Center for Urban Transportation Research.
773
t Center for Urban Transportation Research Publications [USF].
4 856
u http://digital.lib.usf.edu/?c1.67
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y USF ONLINE ACCESS
951
10
SFU01:001444420;
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