CDOT Region 4 Intelligent Transportation Systems Strategic ...

CDOT Region 4 

Intelligent 

Transportation Systems 

Strategic Implementation 

Plan 

June 2011 

Colorado Department 

of Transportation

Acknowledgements 

Our thanks to the following persons who have contributed to the successful completion of this ITS Strategic 

Plan: 

Roger Isaacson 

Broomfield Police 

Aaron Moss 

Colorado Department of Transportation-DTD 

William Johnson 


Phyllis Snider 


Dan Wells 

Colorado Department of Transportation-Permits 

Joe Olsen 

City of Fort Collins 

Eric Bracke 

City of Greeley 

Bill Hange 

City of Loveland 

Captain Paul Matzke 

Colorado State Patrol - 3A 

Major Kris Meredith 

Colorado State Patrol - 3A 

Captain Gaylon Griffin 

Colorado State Patrol - 3B 

Captain Rob Marone 

Colorado State Patrol - 3C 

Pat Castle 

Colorado State University 

Rick Santos 

Federal Highway Administration 

Marlys Sittner 

Transfort 

Joel Tower 

Fort Collins Police 

Brad Patterson 

GET 

Martina Wilkinson 

Larimer County 

John Manago 

Larimer County Sheriff's Office 

Marcy Abreo 

COLT 

Aaron Fodge 

North Front Range Metropolitan Planning Organization 

Hope Wright 

Department of Revenue - POE 

Jeff Anderson 


Rick Archer 


John Hannon 

Rocky Mountain National Park 

Larry Gamble 


Trish Dickerson 

Town of Timnath 

TJ Dlubac 


Abra Geissler 


Scott Zurn 

Town of Estes Park 

Curtis Hall 

Weld County 

Ryan Rose 

University of Northern Colorado 

Mel Everhart 

Weld County 

Trent Bushner 

Yuma County 

Ken DiPinto 

Colorado Department of Transportation-ITS Branch 

Bruce Coltharp 


John Nelson 


Joe Tucker 


John Williams 


Larry Haas Colorado Department of Transportation-Region 4 

Ina Zisman Colorado Department of Transportation-Region 4 

Karen Schneiders Colorado Department of Transportation-Region 4 

Myron Hora Colorado Department of Transportation-Region 4 

Phillip Anderle Colorado Department of Transportation-Region 4 

Pawan Kharbanda 

Enroute 

Rich Follmer 

FHU 

Navin Nageli 

Navjoy 

Venkata Punati 

Navjoy

ACRONYMS AND ABBREVIATIONS 

ARRA…………………………………………………American Recovery and Reinvestment Act 

CCTM……….…………………………………………..City and County of Traffic Management 

CCTV..................................................................................................Closed Circuit Television 

CDOT…………………………………………………….Colorado Department of Transportation 

CIP………………………………………………..………………..Capital Improvement Program 

CMAQ……………………………………………...………….Congestion Mitigation Air Quality 

CTMC………………………………...…………....Colorado Transportation Management Center 

CVO……………………………………………………………...Commercial Vehicle Operations 

DMS……………………………………………………….……...……….Dynamic Message Sign 

DMV…………………………………………………………………..Division of Motor Vehicles 

DRCOG……………………………………………......Denver Regional Council of Governments 

FHWA…………………………………………………………...Federal Highway Administration 

FLEX……………………………………………………………….Fort Collins Loveland Express 

FO………………………………………………………………………………………Fiber Optic 

FTA………………………………………………………………..Federal Transit Administration 

HAR……………………………………………………………………..Highway Advisory Radio 

HES…………………………………………………………...Hazard Elimination Safety Program 

HOT………………………………………………………………………….High Occupancy Toll 

HOV……………………………………………………………………..High Occupancy Vehicle 

IMP…………………………………………………………………….Incident Management Plan 

ISP………………………………………………………………….Information Services Provider 

ITS……………………………………………………………..Intelligent Transportation Systems 

MPO………………………………………...………………..Metropolitan Planning Organization 

NFR MPO………………...……………..North Front Range Metropolitan Planning Organization

PNR..………………………………………………………………………………….Park-N-Ride 

RM…………………………………………………………………………………Ramp Metering 

RTMS………………………………………………………….Remote Traffic Microwave Sensor 

RWIS…………………………………………………….Road and Weather Information Systems 

SEA………………………………………………………………...Systems Engineering Analysis 

SH………………………………………………………..………………………….State Highway 

SRTS……………………………………………............Colorado Safe Routes to School Program 

STP………………………………………………………….……...Statewide Transportation Plan 

TDM…………………………………………………………………Travel Demand Management 

TMC…………...…………………………………………...…………Traffic Management Center 

TOC……………………………………………………...……………….Traffic Operation Center 

TOD…………………………………………………………………………….…….Time-of-Day 

TPR…………………………………………………….………....Transportation Planning Region 

TSSIP……………………………………………….Traffic Signal System Improvement Program 

TTI……………………………………………………………..…………..Travel Time Indicators 

TT DMS…………………………………………………….Travel Time Dynamic Message Sign 

VII………………………………………………………………Vehicle Infrastructure Integration

CDOT Region 4 ITS Strategic Implementation Plan 

Table of Contents 

I. INTRODUCTION ................................................................................................................... 4 

A. Background ................................................................................................................................... 4 

B. Purpose and Description of Study Area ........................................................................................ 4 

C. ITS Stragtegic Implementaton Plan Process ................................................................................. 5 

D. Conformance with the National ITS Architecture ........................................................................ 5 

E. Turbo Architecture ........................................................................................................................ 6 

F. FHWA System Engineering Process ............................................................................................ 6 

G. Benefits of CDOT ITS Deployments ............................................................................................ 6 

II. PROCESS FOR DEVELOPING THE ITS IMPLEMENTATION PLAN ..................... 10 

A. Overview ..................................................................................................................................... 10 

B. Working Group ........................................................................................................................... 11 

C. Stakeholder Consultation ............................................................................................................ 12 

D. Planning Document Review ........................................................................................................ 13 

E. ITS Inventory .............................................................................................................................. 13 

F. Identification of Transportation Problems .................................................................................. 13 

G. Available ITS Solutions .............................................................................................................. 13 

H. Project Development ................................................................................................................... 13 

I. Interfaces with DRCOG ITS Strategic Plan ................................................................................ 14 

III. EXISTING ITS INVENTORY ............................................................................................ 15 

A. Review of Relevant Documents .................................................................................................. 15 

B. Existing ITS Traffic Inventory .................................................................................................... 15 

C. Existing Transit ITS Inventory ................................................................................................... 15 

D. Existing Inventory for Other Stakeholders ................................................................................. 15 

IV. TRANSPORTATION PROBLEMS IN STUDY AREA ................................................... 16 

A. Identification of Transportation Problems .................................................................................. 16 

B. Transportation Service Areas ...................................................................................................... 20 

C. Regional Ranking of Transportation Problems ........................................................................... 22 

D. Linking Problems to the Network ............................................................................................... 24 

V. ITS SOLUTIONS TO TRANSPORATION PROBLEMS ................................................ 25 

A. Available ITS Solutions to Transportation Problems ................................................................. 25 

B. Market Packages Analysis for the Region .................................................................................. 30 

C. Linking Transportation Problems to Market Packages ............................................................... 43 

D. Linking TSAs to Market Packages ............................................................................................. 43 

VI. ITS DEPLOYMENT STRATEGIES WITHIN THE REGION ....................................... 44 

A. Recommended ITS Strategies for the Region ............................................................................. 44 

B. Limitations for ITS Deployment ................................................................................................ 47 

C. Recommended ITS Deployment Timeframe .............................................................................. 48 

VII. ITS DEPLOYMENT COSTS .............................................................................................. 49 

A. ITS Deployment for Corridors .................................................................................................... 49 

B. ITS Deployment for Transit ........................................................................................................ 50 

C. ITS Deployment for Regional ..................................................................................................... 51 

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D. Financial Summary .................................................................................................................... 51 

E. Project Sequencing ...................................................................................................................... 52 

VIII. CONCLUSION ..................................................................................................................... 53 

A. Regional ITS Project Funding Sources ....................................................................................... 53 

B. Region 4 ITS Project Funding Deficiencies................................................................................ 53 

C. Champion for ITS within the Region .......................................................................................... 54 

D. Next Steps ................................................................................................................................... 55 

List of Tables 

Table 1: Regional Problems Aligned to Applicable Transportation Service Areas ...................... 21 

Table 2: Regional Ranking of Transportation Problems ............................................................... 23 

Table 3: Available ITS Solutions to Transportation Problems ..................................................... 26 

Table 4: Applicable Market Packages within the Region ............................................................. 31 

Table 5: Needed ITS Investment Summary for Region 4 Corridor Projects ................................ 50 

Table 6: Needed ITS Investment Summary for Region 4 Transit Projects ................................... 50 

Table 7: Needed ITS Investment Summary for Region 4 Regional Projects ................................ 51 

Table 8: Summary of Needed ITS Investment for Region 4 ......................................................... 51 

Table 9: Funding Sources .............................................................................................................. 53 

List of Figures 

Figure 1: CDOT Region 4 and Planning Regions ........................................................................ 4 

Figure 2: CDOT Region 6 Ramp Metering Benefits (I-25 and C-470) ........................................ 7 

Figure 3: ITS Strategic Plan Development Process .................................................................... 10 

Figure 4: CDOT ITS Inventory within the Region……………………………………………..... 

List of Appendices 

Appendix A: 

Appendix B: 

Appendix C: 

Appendix D: 

Appendix E: 

Appendix F: 

Appendix G: 

Consolidated Existing Traffic Inventory (CDOT and Urban Stakeholders) 

Existing CDOT ITS Equipment by Corridor 

Consolidated Existing Inventory (Transit Stakeholders) 

Existing Inventory Other Stakeholders (Pull-out-Areas and Load Deficient Structures) 

Transportation Problems By Stakeholder Group (CDOT Stakeholders) 

Corridors & Priority of Transportation Problems 

Transportation Problems Linking Market Packages 

II


Appendix H: 

Appendix I: 

Appendix J: 

Appendix K: 

Appendix L: 

Appendix M: 

Appendix N: 

Appendix O: 

Appendix P: 

Linking Transportation Service Areas to Market Packages 

Pull-Out Area Priorities 

Region 4 ITS Deployment by Corridor 

Individual Corridor Priorities & ITS Deployment Discussion 

ITS Device Cost (2011 Dollars) 

ITS Deployments Cost by Time Frame and Device 

Corridor Deployment Sheets (Not included at time) 

Region 4 ITS Transit Deployments 

Region 4 ITS Regional Deployments 

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I. INTRODUCTION 

A. Background 

Intelligent Transportation Systems are defined as the application of technology to address transportation 

problems and to assist in the management of the transportation network. Common ITS devices include 

Dynamic Message Signs (DMS) used to provide traveler information, Closed Circuit Television (CCTV) 

cameras used to monitor traffic conditions, electronic sensors used to monitor pavement and Road and 

Weather Information Service (RWIS) stations to monitor weather conditions, and traffic signal systems 

that are programmed to adapt their timing in response to traffic congestion. 

Within Colorado Department of Transportation (CDOT) Region 4 boundaries, CDOT and several 

agencies have invested significant resources in the deployment of Intelligent Transportation System (ITS) 

infrastructure. CDOT and local agencies intend to continue this ITS investment in the future given the 

mobility and safety benefits derived from actively managing the transportation system. 

Although ITS had its beginnings in urban areas, the falling cost and increased availability of proven 

transportation technologies has enabled ITS to be successfully deployed in rural areas and small cities that 

have recognized the operational, safety, and mobility benefits that ITS can provide. 

B. Purpose and Description of Study Area 

In early 2004, an ITS Strategic Plan and Architecture was completed that covered the geographical area 

of the North Front Range Metropolitan Planning Organization (NFR MPO) and Estes Park area. 

Due to the special requirements of ITS projects, which follow a process more typical of a technology 

project than a roadway project, the Colorado Department of Transportation (CDOT), in cooperation with 

the cities, towns and the NFR MPO in the Region have developed a Strategic Plan for the deployment of 

ITS in CDOT Region 4 over the next ten years. CDOT Region 4 covers the northeastern corner of 

Colorado comprising 9 counties including NFR MPO, Denver Regional Council of Governments 

(DRCOG), North Front Range and Upper Front Range Transportation Planning Regions (TPRs). 

Figure 1 shows the project area and the planning regions. 

Figure 1: 

CDOT Region 4 and Planning Regions 

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The purpose of this project is to update and expand the previously developed ITS Strategic Plan and ITS 

Architecture to include all of the geographical area in Region 4. Specific tasks will include an assessment 

of how ITS can address critical transportation problems, an inventory of existing and planned ITS 

applications, generation of a ITS Strategic Implementation Plan and development of an ITS Regional 

Architecture. The CDOT Region 4 ITS Strategic Implementation Plan (CDOT R4 ITS Plan) will provide 

a comprehensive document that details a vision and framework for the application of ITS to meet 

recognized transportation problems within the Region. 

The CDOT Region 4 ITS Plan shows how ITS applications will be implemented in a systematic and 

coordinated manner using a corridor approach. The CDOT R4 ITS Plan will also identify the funding 

needs, recommended deployment time frames and potential funding sources. The plan can be used by 

Staff in communicating ITS needswithin the Region. 

C. ITS Stragtegic Implementaton Plan Process 

Development of the ITS Strategic Implementation Plan in many ways followed a traditional planning 

process, including forming an ITS Working Group to guide its development, conducting a needs 

assessment, reviewing existing and planned ITS projects, and developing a prioritized ITS project list. 

However, on the technology side, the process also included a systems engineering analysis that identified 

opportunities and related requirements for systems integration, interagency cooperation, and 

communications infrastructure needs. These elements were factored into the development of the projects 

identified in the ITS Strategic Implementation Plan. From this point, the ITS Strategic Implementation 

Plan will provide input in the form of recommended ITS projects to the area’s existing formal planning 

process. 

D. Conformance with the National ITS Architecture 

In 1997, the Federal Highway Administration (FHWA) began preparing a National ITS Architecture and 

Standards in an effort to guide standardized development and deployment of ITS across America. The 

architecture established a framework to facilitate the regional deployment of ITS projects, while the 

standards help ensure the compatibility and maintainability of the deployed technologies. 

The Transportation Equity Act for the 21 st Century (TEA-21) requires all Intelligent Transportation 

Systems (ITS) projects funded from the Highway Users Trust Fund (federal funds), be in conformance 

with the National ITS Architecture and appropriate standards. The Federal Highway Administration's 

(FHWA) “Final Rule” and the Federal Transit Administration's (FTA) “Policy” on National ITS 

Architecture became effective April 8, 2001 and is contained in Chapter 23 Part 940 of the Code of 

Federal Regulations (CFR). 

The purpose of the National ITS Architecture is to foster institutional agreement and technical integration 

for the implementation of ITS projects or groups of projects into regional ITS systems. The National ITS 

Architecture defines the ITS system components, key functions, organizations involved in developing an 

architecture, and the type of information to be shared between organizations and between parts of the 

system. Key elements of 23 CFR 940 that are of particular relevance to this project include: 

 

 

§ 940.5 that requires the National ITS Architecture be used to develop a local implementation, or 

a “regional ITS architecture”; 

§ 940.5.10 that requires that procedures and responsibilities for the maintenance of the regional 

ITS architecture be established; and, 

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§ 940.5.11 that requires that all ITS projects be developed using a systems engineering analysis 

(an iterative process of design, testing, and evaluation). 

E. Turbo Architecture 

An Architecture database will be created using Turbo Architecture version 5.0 for CDOT Region 4 ITS 

Architecture. Turbo Architecture is a software tool that allows users to catalogue and organize regional 

and/or project architectures in a database format. The software also provides users with enhanced 

functionality in working with architecture stakeholders, elements, market packages, operational concepts, 

functional requirements, interfaces, standards and agreements. The software defines the architecture, 

relationships, interconnects between stakeholders and elements and gives the user the ability to access 

physical and logical diagrams at multiple levels. Use of the software will facilitate consistency, version 

control, maintenance and subsequent updating of the Regional Architecture. It will also be useful in 

obtaining and providing project Architecture related information as is required by, and in order to comply 

with, FHWA Systems Engineering Analysis. 

F. FHWA System Engineering Process 

In order to meet the requirements of 23 CFR Part 940 to receive federal funding, an ITS project must 

demonstrate that a systems engineering analysis was performed during the design of the project. The 

systems engineering analysis process includes the following seven elements that must be addressed to 

ensure a project conforms to the federal ITS requirements: 

1. Description of how project fits into the Regional ITS Architecture 

2. Roles and responsibilities of participating agencies 

3. Requirements definition 

4. Analysis of alternative system configurations and technology options 

5. Procurement options 

6. Applicable ITS standards and testing procedures 

7. Procedures and resources necessary for operations and management of the system 

CDOT has developed Systems Engineering Analysis (SEA) Guidelines that describe the method of 

demonstrating compliance with the federal ITS requirements. The requirement for SEA only applies to 

those ITS projects that have federal funding; however CDOT and DRCOG believe that there is value in 

requiring all ITS projects to use the SEA in order to ensure architectural consistency and integrity. 

Again, the Turbo Architecture databases will be very useful in obtaining and providing much of the 

project Architecture related information required in order to comply with the systems engineering 

analysis. FHWA or FTA may independently request additional documentation on the systems 

engineering analysis before federal funds are released for construction. 

G. Benefits of CDOT ITS Deployments 

The benefits of any single ITS device are often difficult to quantify individually, however the benefits 

become more quantifiable within the context of the application, i.e. (traveler information, Traffic 

Responsive Signal Control, traffic and incident management), as the many elements of the system are 

integrated. This integration empowers operators to positively impact current travel conditions, react 

quickly to incidents and congestion along corridors, assist in modifying travel plans based on current 

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roadway conditions, and disseminate real-time traveler information. In general CDOT’s goal in 

deploying ITS technologies is to improve the productivity of the transportation system and to provide 

services that enhance and improve the mobility and safety of Colorado’s traveling public. The following 

are some examples that demonstrate the benefits of ITS locally and/or nationally. 

‣ Traffic Signal Timing and Traffic Responsive Operations - Through ITS system detection and fiber 

optic communication infrastructure traffic engineers are able to coordinate and maintain progression 

along adjacent signals of a corridor. This ITS infrastructure also allows for the collection of traffic data 

(speed, volume, and occupancy) empowering Traffic Responsive signal operations that adjust signal 

timing to existing conditions. Overall, the increased reliability in signal timing operations, due to ITS, 

allow for the most efficient utilization of the existing roadway. The benefits of signal timing are well 

documented and these include vehicle hours of travel, fuel consumption, time and fuel cost savings and 

reduction in total pollutant emissions. 

‣ Ramp Metering – Within CDOT Region 6, the benefits of ramp meters were documented by 

conducting before and after studies. For example, in December 2003, CDOT Region 6 implemented ramp 

metering on I-25 southbound between 104 th Avenue and 84 th Avenue and C-470 westbound between 

Bowles and Quincy Avenue. Initially the ramp meters were in operation during the morning peak period 

(6-8:30 a.m.). Prior to the implementation of these ramp meters, CDOT ITS Branch and CDOT Region 6 

conducted before conditions studies on the two corridors. After conditions studies were conducted during 

late January 2004. Figure 2 shows the benefits noted in the comparison of before and after conditions 

studies. 

Figure 2: 

CDOT Region 6 Ramp Metering Benefits (I-25 and C-470) 

A study conducted in Minneapolis Minnesota further reinforces the benefits of ramp meters. This study 

was conducted after public questioning of the use of ramp metering and a legislative mandate requiring 

MNDOT to study the effectiveness of ramp meters. MNDOT conducted the study by comparing before 

and after conditions for “with” and “without” ramp meters scenarios. The following findings resulted 

from the study: 

 

 

Traffic Volumes and Throughput: After the meters were turned off, there was an average nine 

percent traffic volume reduction on freeways and no significant traffic volume change on parallel 

arterials included in the study. Also, during peak traffic conditions, freeway mainline throughput 

declined by an average of 14 percent in the “without” meters conditions. 

Travel Time Reliability: Without ramp metering, freeway travel time is almost twice as 

unpredictable as with ramp metering. The ramp metering system produced an annual reduction of 

2.6 million hours of unexpected delay. 

7


 

Benefit/Cost Analysis: Ramp metering results in annual savings of approximately $40 million to 

the Twin Cities traveling public. The benefits of ramp metering outweigh the costs by a 

significant margin and result in a net benefit of $32 to $37 million per year. 

‣ Courtesy Patrol – In a study conducted for 2003 Mile High Courtesy Patrol (MHCP) operations, it 

was determined that MHCP assisted in over 6,000 incidents, based on CTMC Dispatch data. This 

amounted to a yearly estimated benefit of: 

 

 

Over 500,000 hours of vehicle delay averted 

Over $9 Million dollar savings from reduced delay 

‣ Dynamic Message Signs – In general, it is difficult to measure the stand-alone benefits of Dynamic 

Message Signs. However, the benefits regarding the use of DMS are very high when used in conjunction 

with other systems. These benefits include dissemination of real-time travel time and highway conditions 

information (incidents, events and other related corridor information), to which allow drivers to make 

informed decisions regarding selection of alternative routes as well as reducing driver related stress and 

the occurrence of secondary crashes. 

‣ Real-Time Travel Time Applications – CDOT currently utilizes Travel Time Applications along I- 

70 and I-25 corridors within CDOT Regions 1, 2 and 6. Through the use of real-time travel time 

applications, the dissemination of real time corridor performance (travel times, delay, congestion) 

empowers motorists with information that allows them to modify their travel routes and times. Travel time 

applications are envisioned for freeway corridors throughout Front Range. It is anticipated that for a 

typical freeway corridor (carrying approximately 100,000 vehicles/year) realizing a 3 minute weekly 

reduction in travel times, the resulting savings would be: 

 

 

Approximately 120,000 gallons/year in fuel consumption reduction 

Approximately 300,000 lbs/year in CO reductions 

‣ Traffic Management and Traffic Operation Centers (TMCs & TOCs) 

Through the use of Intelligent Transportation System (ITS) devices, TMCs and TOCs gather real time 

roadway condition information for decision making to improve overall traffic flow and aid in reducing 

congestion. By acting as a focal point for traffic information, the TMC and TOC permit engineers to more 

effectively use existing traffic management tools and provide a platform for the implementation of future 

technological advances in traffic management. The ability of local and regional TMCs and TOCs to 

communicate between each other is also key to regional cooperation, sharing of information and 

management of cross-jurisdictional congestion and incident management. The TMC and TOC are a tool 

for reducing congestion and managing incidents that directly benefits motorists. 

‣ Incident and Event Management Plans 

Incident and event management plans yield significant benefits through reduced vehicle delays and 

enhanced safety to motorists through the reduction of incident frequency, improved coordination, 

response and clearance times in response to incidents and large events. CDOT currently has coordinated 

Incident Management Operations ongoing at the Colorado Traffic Management Center (CTMC), 

Eisenhower-Johnson Memorial Tunnel (EJMT), Hanging Lakes Tunnel (HLT), and Colorado Springs 

Traffic Management Center (CSTMC) facilities. CDOT Region 4 Incident Management activities are 

coordinated as part of the CTMC operations. In Colorado, there are 18 Incident Management Plans 

including I-25 North and US-36 within CDOT Region 4. A study was conducted in Maryland in 2002 of the 

CHART Incident Management system. At the time of the study, CHART consisted of the following operational 

components: traffic monitoring, incident response, traffic management, and traveler information (i.e., live traffic 

8


cameras, real-time traffic maps, weather, and local traveler information). The results below highlight the findings of 

the study of incident response savings realized by CHART Highway Incident Management operations: 

Reduced delay by about 30 million vehicle hours and saved about 5 million gallons of fuel 

Contributed to a 28.6% reduction in the average incident duration 

Resulted in 377 fewer secondary incidents, as a result of primary incidents, in 2002 

The State of Georgia also conducted an evaluation of their NaviGAtor integrated ITS system. At the time 

of their study (1997-98) the ITS elements of NAVIGATOR included freeway management, incident 

management, multimodal traveler information, transit management, electronic toll collection, electronic 

fare payment, and traffic signal control, which constituted seven of the nine elements of the Intelligent 

Transportation Infrastructure. Six sections of I-75 and I-85 where ITS technologies were fully 

implemented (including operators, incident detection system, courtesy patrol, and cameras) were analyzed 

for incident duration only. Using before and after data and very conservative assumptions, each section 

was evaluated to determine the reduction in the average incident duration since NAVIGATOR was 

deployed. The study documented the following findings. 

A 23-minute reduction in incident duration during 1997 

An estimated yearly cost savings of $44.6 million due to the above reduced delay time. 

It is expected that as CDOT continues the expansion and integration of ITS devices, incorporating new 

technologies and completing ITS Infrastructure coverage, the ITS Incident Management system will 

continue to yield similar if not greater results to the above documented studies. 

For further information of ITS related benefits please visit the following FHWA website; 

http://www.benefitcost.its.dot.gov 

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II. 

PROCESS FOR DEVELOPING THE ITS IMPLEMENTATION PLAN 

This section describes the approach taken by the project team to develop the CDOT ITS Strategic 

Implementation Plan. 

A. Overview 

Development of the ITS Strategic Plan followed the process illustrated in Figure 3. This process included 

extensive interaction with the regional stakeholders. Subsequent subsections describe each step of the 

process. 

Figure 3: ITS Strategic Implementation Plan Development Process 

10


B. Working Group 

An ITS working group was established as the body that provided feedback and oversaw development of 

the ITS Strategic Plan. Members of the working group were technical staff from numerous agencies that 

expressed interest in ITS implementation. The following member agencies were invited to participate: 

 

 

MPO/TPR 

North Front Range Metropolitan Planning 

Upper Front Range Transportation Planning 

Region 

State 

CDOT Region 4 

CDOT Division of Transportation 

Development 

 

 

 

 

 

Eastern Front Range Transportation 

Planning Region 

Denver Regional Council of 

Governments 

CDOT ITS Branch 

CDOT Permits 

CDOR POE 

 

 

 

 

 

Counties 

Boulder County 

Larimer County 

Logan County 

Morgan County 

Phillips County 

 

 

 

 

Sedgwick County 

Washington County 

Weld County 

Yuma County 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Cities 

Akron 

Ault 

Berthoud 

Boulder 

Brush 

Dacono 

Eaton 

Eckley 

Erie 

Estes Park 

Evans 

Firestone 

Johnstown 

Julesburg 

Keensburg 

Kersey 

Lafayette 

La Salle 

Lochbuie 

Log Lane Village 

Longmont 

Louisville 

Loveland 

Lyons 

Mead 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Fleming 

Fort Collins 

Fort Lupton 

Fort Morgan 

Fredrick 

Garden City 

Gilcrest 

Greeley 

Grover 

Haxtun 

Hillrose 

Holyoke 

Hudson 

New Raymer 

Otis 

Ovid 

Paoli 

Pierce 

Platteville 

Sedgwick 

Sterling 

Superior 

Timnath 

Ward 

Wiggins 

11


 

 

 

Merino 

Milliken 

Nederland 

 

 

 

Wellington 

Windsor 

Wray 

 

 

Transit 

Transfort 

The City of Loveland Transit 

 

 

Greeley Evans Transit 

Regional Transit District 

 

 

Law Enforcement/Emergency Management 

Colorado State Patrol 

Local Law Enforcement Agencies 

 

Poudre Valley Fire District 

 

 

 

 

 

 

Other Members 


Division Of Local Affairs 

Colorado State University 

University Of Northern Colorado 

Northern Colorado Economic Development 

Corporation 

CDOT Division of Aeronautics 

 

 

 

 

Colorado Motor Carriers Association 

Federal Highway Administration 

United States Department of 

Agriculture Forest Services 

Northeast Colorado Association of 

Local Governments 

The working group was convened at critical project milestones to review information and provide 

direction. Meeting minutes and other documents resulting from these meetings were distributed to the 

group, and posted on the project website at COTrip.org. 

C. Stakeholder Consultation 

Seven stakeholder groups were established to provide assistance with their respective technical areas to 

identify transportation problems that could be addressed by ITS applications. Additionally, each 

stakeholder group provided an inventory of existing and immediately pending ITS implementations 

within their jurisdiction. Each member participated with the understanding that ITS planning integrates 

regional, local, modal and organizational requirements. The following shows the stakeholder groups and 

agencies that participated in each of the groups: 

 

 

 

 

 

 

 

CDOT – CDOT Region 4 (Traffic, Maintenance, Planning), CDOT ITS Branch and CDOT DTD 

Transit – Transfort, Greeley Evans Transit (GET) and City of Loveland Transit (COLT) 

Urban – Loveland, Fort Collins, Greeley and NFR MPO 

Rural – Local cities and counties in rural areas 

Law Enforcement – Colorado State Patrol, Police from Fort Collins, Broomfield, Loveland, Greeley 

and Larimer County Sherriff 

Commercial Vehicles – Department of Revenue - Port-of-Entries (POE) and CDOT Permits 

Technology – University of Northern Colorado, Colorado State University, Towns of Estes Park and 

Timnath and CDOT ITS Branch 

In addition to the above stakeholder groups, the project team met separately with Rocky Mountain 

National Park (RMNP) and the Town of Estes Park to discuss transportation issues in the area. 

12


D. Planning Document Review 

A review of existing planning documents in the Region was conducted in order to provide insight into the 

types of transportation problems and priorities already identified by the regional planning organizations, 

as well as to understand how the Region ITS Strategic Implementation Plan could complement these 

existing efforts. Following the document review, a summary of the key points of each document as it 

applies to ITS Strategic Implementation Plan was identified. Section 3 discusses the role of the ITS 

Strategic Implementation Plan in coordinating and integrating with other regional planning initiatives. 

E. ITS Inventory 

The ITS inventory was collected from stakeholders, including CDOT ITS, the City of Loveland, the City 

provided Fort Collins, the City of Greeley and local transit agencies. The inventory information provided 

the foundation of current conditions. The inventory includes existing ITS devices, key facilities and level 

and type of existing coordination between agencies. Section 3 discusses the current conditions. 

F. Identification of Transportation Problems 

Based on review of the planning documents, the ITS inventory review and the stakeholder meetings; the 

transportation problems were identified. These critical transportation problems are presented in Section 4. 

The priority of problems on the network is also identified in Section 4. 

G. Available ITS Solutions 

Discussion of potential solutions regarding these problems with the stakeholder groups centered on easy 

to understand applications and implementable ITS deployment applications. The information collected 

from stakeholder discussions was then translated into the Market Package terminology. Market Packages 

provide an accessible, deployment-oriented perspective to the National ITS Architecture. They are 

tailored to fit separately or in combination – real world transportation problems and needs. 

Table 4 contains a complete list of the Market Packages selected for the study area, including notes on 

their specific existing and future applicability to the region. 

H. Project Development 

The above steps resulted in the identification of ITS Deployments for corridors, transit and regional 

projects. Each ITS deployment on the list was then assigned a priority and a time frame for deployment 

(short, medium, or long-term). The deployments were presented to the Working Group, who provided 

feedback on proposed field device locations and the general description of each project and overall 

priority for deployment within the Region. The intent of this exercise was to provide perspective to the 

intensity of the need for, and feasibility of, each project. 

An overall vision for deployment was also developed in order to guide the prioritization process and 

systematic implementation of ITS in the Region. 

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I. Interfaces with DRCOG ITS Strategic Plan 

The DRCOG ITS Strategic Plan overlays certain geographical areas of CDOT Region 4. The DRCOG 

ITS Strategic Plan was updated in December 2007. ITS deployments on the DRCOG geographical 

network that are common with Region 4 will remain unchanged to ensure consistency across the plans. 

The stakeholders from the following cities and counties are common to the DRCOG Region and CDOT 

Region 4: 

Boulder County Boulder 

Dacono Erie 

Firestone Fredrick 

Lafayette Longmont 

Louisville Lyons 

Mead Nederland 

Superior 

14


III. 

EXISTING ITS INVENTORY 

A. Review of Relevant Documents 

This section will be inserted at a later time and stakeholders will have the opportunity to review. 

B. Existing ITS Traffic Inventory 

The bulk of the equipment within the study areas was deployed by, and is operated and maintained by the 

CDOT Colorado Traffic Management Center (CTMC) through the CDOT ITS Branch. CDOT CTMC 

monitors and operates 27 DMS, 14 CCTV and 19 Road Weather Information System (RWIS) within the 

study area. CDOT CTMC will continue as the main operator for similar ITS deployments along the 

freeway and state highways. CTMC uses the Colorado Traffic Management System/Colorado Traveler 

Information System (ATMS/ATIS) system to allow increased bi-directional information sharing for 

traffic, incidents, weather and camera images, as well as providing bi-directional control of local devices. 

CDOT DTD has 20 ATR’s within the Region. 

In addition, CDOT Region 4 operates and maintains a signal system. The Region has significant 

deployment of the MDSS. 

Loveland, Greeley and Fort Collins all operate and maintain separate signal systems. Fort Collins has 

incorporated this function into a traffic operations center that serves as the control point for all ITS 

elements in the City including CCTV cameras and weather stations. All three cities have some portion of 

their signal system on fiber optic communications. Fort Collins monitors and operates 42 CCTV and 7 

Road Weather Information System (RWIS), as well as 39 ATRs of both video and in-pavement sensors. 

Greeley monitors and operates 2 CCTV and 2 Road Weather Information System (RWIS) within their 

city limit plans are underway to add signals under fiber control and install additional weather stations and 

CCTV cameras. Loveland monitors and operates 7 CCTV, 4 RWIS and 20 ATR stations. Appendix A 

provided a consolidated existing traffic inventory for CDOT Region 4 and the Urban Stakeholders. 

Appendix B shows CDOT Region 4 existing ITS Deployment by corridor. Figure 4 shows the CDOT 

ITS Inventory within the Region (figure not included at this time). 

C. Existing Transit ITS Inventory 

There are three transit agencies within Region 4; Transfort, COLT, and GET. Transfort has an annual 

ridership of 2 million riders, with 34 buses on 19 routes. All buses have AVL, and paratransit service is 

contracted out. COLT has an annual ridership of 155,000 with 11 buses on 3 routes, and manages their 

own paratransit system. GET has an annual ridership of 590,000 over 15 buses on 7 routes, and also 

manage their own paratransit system. Each agency has a central facility and uses maintenance scheduling 

software. Appendix C shows the Existing inventory for Transit Stakeholders. 

D. Existing Inventory for Other Stakeholders 

Appendix D shows existing pull-out areas and load deficient structures within the Region. 

15


IV. 

TRANSPORTATION PROBLEMS IN STUDY AREA 

Through working with the stakeholder groups, a comprehensive list of critical regional transportation 

problems were identified. Discussions focused on where the problems exist, the consequences associated 

with the problems and a regional ranking of each of the problems. Appendix E shows the transportation 

problems that were identified by each stakeholder group except for the technology group. Whose primary 

role was to provide advice on the state of technology and challenges ahead. The purpose of identifying 

these problems is to assist in the determination of applicable ITS solutions to be considered for inclusion 

in the ITS Strategic Plan. 

A. Identification of Transportation Problems 

Within the DRCOG Region, the concept of Transportation Service Areas (TSA) was introduced to 

provide a better understanding of ITS from a regional perspective and also assist in the development of 

the Regional ITS Architecture. In order to promote consistency and coordination across regions, the TSA 

concept has also been adopted for the CDOT Region 4 ITS Strategic Plan. 

Although transportation problems were primarily grouped in to one TSA, some problems may overlap 

into others TSAs: 

 

 

 

 

 

 

 

 

 

Regional Traveler Information 

Regional Operations and Management 

Regional Traffic Incident Management 

Regional Transit Operations and Management 

Maintenance and Construction 

Regional Parking Management 

Regional Data Management 

Regional Emergency Management 

Commercial Vehicle Operations 


Regional traveler information involves a wide range of data including: traffic conditions, travel times, 

incidents, construction, weather, transit operations, and alternative travel options. This data is then 

repackaged and disseminated to the public. For example, CDOT’s traveler information system consists of 

the 511 phone system and the CoTrip.org website. Other services to distribute this information (i.e. 

personalized e-mail or text messaging, mobile access, third party traveler information) are able to grow 

from this consolidated traveler information. The collection and dissemination of traveler information can 

assist travelers in making and modifying their travel decisions. This includes information regarding traffic 

conditions, incidents, construction, maintenance activities and weather. 

The following specific traveler information related transportation problems were identified: 

 

 

Not enough real-time information (traffic conditions, incidents & construction) provided to the 

travelers – This problem exists on interstates, state highways and regionally significant corridors. 

The inability to provide real-time information can lead to increased delays, traveler anxiety and 

negative impacts to regional travel particularly to the out-of-state/area drivers. This also impacts 

traffic operators and emergency management providers in their ability to quickly respond to 

incidents. 

Not enough real-time weather and pavement data – This problem exists on interstates, state 

highways and regionally significant corridors. Travelers are not being provided enough granular 

16


 

 

 

information regarding road and weather conditions. This also impacts maintenance personnel and 

emergency management providers and their ability to efficiently and effectively deploy resources 

to respond to bad weather conditions. 

Not much awareness of where existing real-time information is available- This is a regional 

problem. Travelers are generally unaware of information available is and are unable to take 

advantage of traveler information displayed on the CDOT web site. Also, traveler information is 

not being shared across institutional boundaries. 

No on-line trip planning services – This is a regional problem. Travelers are not being provided 

with one consolidated source for alternative modal options across the region such as; transit, 

carpool, vanpool, Park-N-Ride and bicycle. Transit ridership is being impacted as information is 

difficult to obtain and there is not a great demand for transit for inter-city travel. There also tends 

to increase costs for para transit services as normal bus operations do not meet the user needs. 

Not enough video surveillance to monitor traffic conditions, incidents and construction 

activities. This problem exists at freeway interchanges and highways that intersect with others, 

state highways and regionally significant corridors. Traffic operators are not able to monitor and 

verify traffic conditions. The inability to know current conditions also impacts safety. 

Additionally, there is decreased usage at Park-N-Rides due to lack of video surveillance and 

increased safety concerns. 

Regional Operations and Management 

Regional transportation management provides transportation monitoring and control functions 

coordinated across regional jurisdictions. For example, CDOT, Fort Collins, Greeley and Loveland 

operate signal systems to monitor and control signals. System monitoring and control functions provide 

operators the ability to respond to changing operational conditions, as needed. The following specific 

operations and management related problems were identified: 

 

 

 

 

 

 

Freeway/Arterial congestion – This problem exists on specific segments along interstates, state 

highways and regionally significant corridors where the traffic volume exceeds the roadway 

capacity. It increases delay, driver frustration and overall degradation of operations. 

Synchronization of signals and strategies beyond TOD plans – This problem exists on specific 

segments along state highways and regionally significant corridors where traffic signals are 

closely spaced (usually less than 1/4 mile from each other). Lack of proper synchronization 

causes unnecessary delay, increased emissions and increased safety concerns. 

Event traffic management – This problem exists in urban areas. Events tend to attract more 

traffic and can increase delays and safety concerns. 

Lack of communications infrastructure – This is a regional problem. The lack of backbone fiber 

infrastructure seriously affects the ability to deploy ITS devices, systems and networks. This 

affects the ability to easily share information between agencies for ITS applications and business 

functions. 

Tracking and data collection from maintenance vehicles – This is a regional problem. 

Maintenance vehicles are not being used as effectively as possible to supplement traveler 

information and road/weather conditions. 

Not enough reliable communication for signals – This problem exists on specific segments 

along state highways and regionally significant corridors where there is no reliable 

17


 

communications for traffic signals. This makes it difficult to troubleshoot signal problems 

remotely, increases maintenance cost and prevents the ability to synchronize signals. 

Security of key infrastructure – This problem exists on specific segments along interstates, state 

highways and regionally significant corridors. Security results in deterring vandalism at Park-N- 

Rides, on bridges and on ITS infrastructure, such as DMS. 

Regional Traffic Incident Management 

Severe and inclement weather, speeding, incidents and work zone management around construction and 

maintenance activities impact safety. The service area applies to two general groups: transportation 

operations and public safety. Using ITS devices, transportation operations would employ incident 

detection and verification and would disseminate traveler information regarding the incident. Public 

safety has primary responsibility for incident site management and incident clearance and would 

coordinate with transportation operations to support their activities and to promote safer operations. The 

following specific incident related transportation problems were identified: 

 

 

 

 

 

Weather (high winds, flooding and icing) – This problem exists on specific segments along 

interstates, state highways and regionally significant corridors. It impacts safety of traveling 

public, and it also disrupts traffic conditions. 

Improve highway-rail crossings – This problem exists at specific railroad crossings on state 

highways and regionally significant corridors. Some crossings lack protection gates, while other 

crossings on roadway directly parallel and due to their close proximity to the state highway, result 

in insufficient queue space. There is a disruption of traffic and increased localized safety and 

congestion concerns. Also, queue dissipation takes longer at these locations. 

Incidents – This problem exists on interstates, state highways and regionally significant corridors. 

It leads to disruption of traffic and secondary incidents. Also, there is a need to clear incidents to 

a safe zone location. Currently, this result in CSP resources inordinately tied up assisting vehicles 

clear the roadway. 

Road closures – This problem exists on specific segments along interstates, state highways and 

regionally significant corridors where the roadway needs to be closed due to bad weather 

conditions and/or incidents. It impacts safety and disrupts traffic. 

Speeding – The problem exists primarily along interstates during bad weather conditions. It 

impacts safety. 

Regional Transit Operations and Management 

Transit management provides monitoring and control functions for transit. The transit services needs to be 

integrated with other alternative modes to increase its competitiveness. Transit operations are intended to 

improve operational efficiency. For example, CAD/AVL system allows for monitoring of the transit for 

schedule adherence, etc. The following specific transit related transportation problems were identified: 

 

 

Not enough coordination and integration between alternative travel modes – This is a regional 

problem. Currently, there is no connectivity between and among the travel modes, e.g., transit, 

van pools and bicycle routes. Also, none of the existing Park-N-Rides have transit connectivity. 

All of this negatively impacts usage of these travel modes. 

No priority for transit vehicles at signals – This problem exists along certain transit routes on 

state highways and regionally significant corridors where there is traffic congestion. There is 

increased delay for buses that may affect schedule adherence. 

18


 

 

Not many regional bus routes – This problem exists between major urban areas within the 

Region. It can impact transit ridership and competitiveness. 

Lack of dedication outreach for transit to increase its competitiveness. This is a regional 

problem. This results in not enough public demand for transit. 


The primary area in which ITS is related to maintenance and construction is for traveler information 

functions. Also, roadway maintenance is tied with weather data collection to support such activities as 

snow clearing operations and roadway striping. The following specific maintenance and construction 

related transportation problems were identified: 

 

Work zone – This problem exists on specific segments along interstates, state highways and 

regionally significant corridors where construction/maintenance activities are performed. This 

impacts the safety of the traveling public and construction/maintenance personnel. 


The parking management concept supports and provides parking information to the public and operators. 

The following specific parking management related transportation problems were identified: 

 

Parking management – This problem primarily exists in the Town of Estes Park due to its 

proximity to Rocky Mountain National Park (RMNP). It can lead to increased congestion, driver 

frustration and increased vehicle-pedestrian conflicts. 


Regional Data Management involves the organization of transportation system performance data 

spanning across modal and jurisdictional boundaries. The data will be used by operators (for operational 

analysis and event planning), planners (for long-term planning) and researchers. Traffic operations, 

operations planning, and transportation planning rely on accurate and timely data. The data is used in 

evaluating system performance, determining priorities, calibrating models, developing and evaluating 

scenarios, timing signals, and managing events and incidents. Where data are old or nonexistent, the 

results of these activities may be compromised. Specific transportation problems related to data 

management are: 

 

 

 

Not enough historic traffic count (volume) data – This is a regional problem. Data are not at a 

centralized location. Also, there is not enough bike/pedestrian count data. 

Data sharing between agencies – This is a regional problem. There is not sharing of data 

between agencies in part due to lack of backbone communications infrastructure and data sharing 

mechanisms. 

Lack of performance monitoring data – This is a regional problem. Operational decisions are 

based on insufficient or incomplete information. It affects the ability to show demonstrable 

benefits for ITS. 

Regional Emergency Management 

ITS devices and systems may be used to support the protection of critical transportation infrastructure 

within the region. Note that ITS devices and systems are also critical transportation infrastructure that 

must remain available to support the public safety community in the event of a disaster. 

19


 

Access to MDSS and CDOT Traveler Information – The lack of availability of this information 

impacts local law enforcement agencies in the allocation of their resources in responding to bad 

weather conditions. 

Commercial Vehicle Operators 

ITS devices and systems may be deployed in this region to support both the Colorado State Patrol (CSP) 

and the Colorado Department of Revenue (CDOR) Port-of-Entry (POE) division interactions with 

commercial vehicle operations. CSP is responsible for the safety of commercial vehicle operations, which 

involves driver credential review, truck inspections, and HAZMAT routing and tracking. CDOR is 

responsible for commercial vehicle tax administration, assuring compliance with the State’s commercial 

vehicle size and weight laws. CDOT is responsible for issuing Extra-Legal and Longer Combination 

Vehicle permits and administering those programs. Coordination is ongoing among the primary agencies 

to improve and integrate the commercial vehicle operations. 

 

 

 

Access to MDSS and CDOT Traveler Information – The lack of availability of this information 

impacts the POE’s in their ability in providing timely information to commercial vehicles that 

pass through the facilities. 

Antiquated Business Systems – This problem specifically pertains to POE’s antiquated business 

system with silo databases that make it difficult to perform required functions effectively, 

efficiently and in a timely manner. 

Inadequate support infrastructure – This problem exists on interstates and state highways where 

there is not enough pullout areas to perform size and weight enforcement on commercial vehicles. 

There is also a lack of proper size and weight enforcement on load deficient bridges in the region. 

In addition to the above identified problems, there were additional problems identified that were more 

institutional in nature and are not tied to the TSAs. These problems pertain to coordination within and 

between local cities, counties, and law enforcement agencies, regional and state agencies. Specific 

transportation problems related to institutional are: 

 

 

Champion for ITS within the Region – This is a regional problem. The lack of formally 

identifying a champion for ITS within the Region results in individual agencies trying their best 

to promote ITS within their agency without a truly collaborative concerted approach. 

Lack of adequate funding – This problem affects all of stakeholders within the Region. This 

affects their ability to implement solutions, improve mobility and safety within the region and 

upgrade systems, facilities or roadways, etc. 

B. Transportation Service Areas 

Table 1 illustrates how the regional transportation problems align to the Transportation Service Areas. 

20


Table 1: 

Regional Problems Aligned to Applicable Transportation Service Areas 

Transportation Service Areas 

Regional Transportation Problems 


Regional Transportation 

Regional Traffic Incident 

Transit Operations and 




Emergency Management 


1 Not enough real-time information (traffic conditions, 

incidents & construction) provided to the travelers 

X X X X X X 

2 Not enough real-time weather and pavement data X X X X X X X 

3 Not much awareness of where existing real-time 

information is available 

4 No on-line trip planning services X 

5 Not enough video surveillance to monitor traffic 

conditions, incidents and construction activities. 

6 Freeway/Arterial congestion X X 

7 Synchronization of signals and strategies beyond 

TOD plans 

X X X X X X X X 

X X X X X 

8 Event traffic management X X X 

9 Lack of communications infrastructure X X X X X X 

10 Tracking and data collection from maintenance 

vehicles 

11 Not enough reliable communication for signals X 

12 Security of key infrastructure X 

13 Weather (high winds, flooding and icing) X X X X X 

14 Improve highway-rail crossing X 

15 Incidents X X X X X 

16 Management of road closures X X X X X 

17 Speeding X X 

18 Not enough coordination and integration between 

other travel modes 

X 

X 

X 

X 

21


Transportation Service Areas 



Regional Transportation 

Regional Traffic Incident 

Transit Operations and 






19 No priority for transit vehicles at signals X X 

20 Not many regional bus routes X 

21 Lack of dedication outreach for transit to increase its 

competitiveness 

22 Work zone management X X X 

23 Parking management X X X 

24 Not enough historic traffic count (volume) data X 

25 Data sharing between agencies X X X X X 

26 Lack of performance monitoring data X 

27 Access to MDSS and CDOT Traveler Information X X X 

28 Antiquated Business Systems X 

29 Inadequate support infrastructure X 

30 Champion for ITS within the Region X X X X X X X X X 

31 Lack of adequate funding X X X X X X X X X 

X 

C. Regional Ranking of Transportation Problems 

In working with the stakeholders the regional ranking of each of the problems were identified. The focus 

of the effort was to determine which problems were higher priorities from a regional perspective, not just 

within an agency. During discussions with some stakeholder groups, a numerical ranking of the problems 

was proposed. Other stakeholder groups preferred regional ranking that reflected high, medium and low 

priority. Generally, there was a greater degree of consensus between the stakeholders that the regional 

ranking should be reflected as high, medium and low priority instead of numerical ranking. Stakeholders 

believed this also avoided pitting problems against each other for higher ranking. Table 2 provides the 

Regional Ranking for each of the problems identified. It should be noted that some of the problems are 

not directly related to ITS and go beyond the scope of the project. However, they are included in this table 

22


to document their existence and acknowledge their importance and relationship to transportation service 

applications identified in the plan. 

Table 2: 

Regional Ranking of Transportation Problems 

Problem 


# 

1 Not enough real-time information (traffic conditions, incidents & construction) 

provided to the travelers 

Regional 

Ranking 

High Priority 

2 Not enough real-time weather and pavement data High Priority 

3 Not much awareness of where existing real-time information is available High Priority 

4 No on-line trip planning services High Priority 

5 Not enough video surveillance to monitor traffic conditions, incidents and 

construction activities. 

High Priority 

6 Freeway/Arterial congestion High Priority 

7 Synchronization of signals and strategies beyond TOD plans Low Priority 

8 Event traffic management Low Priority 

9 Lack of communications infrastructure High Priority 

10 Tracking and data collection from maintenance vehicles Low Priority 

11 Not enough reliable communication for signals Medium Priority 

12 Security of key infrastructure Low Priority 

13 Weather (high winds, flooding and icing) Medium Priority 

14 Improve highway-rail crossing Medium Priority 

15 Incidents High Priority 

16 Management of road closures Medium Priority 

17 Speeding Low Priority 

18 Not enough coordination and integration between other travel modes High Priority 

19 No priority for transit vehicles at signals Low Priority 

20 Not many regional bus routes Low Priority 

21 Lack of dedication outreach for transit to increase its competitiveness High Priority 

22 Work zone management Medium Priority 

23 Parking management High Priority 

24 Not enough historic traffic count (volume) data Low Priority 

25 Data sharing between agencies Low Priority 

26 Lack of performance monitoring data High Priority 

27 Access to MDSS and CDOT Traveler Information High Priority 

23


Problem 

# 



Ranking 

28 Antiquated Business Systems 1 High Priority 

29 Inadequate support infrastructure 1 High Priority 

30 Champion for ITS within the Region High Priority 

31 Lack of adequate funding High Priority 

1 

The problem is not directly addressed by ITS transportation technology 

D. Linking Problems to the Network 

Working with CDOT and Urban Stakeholders, the transportation problems were linked to the 

geographical state highway network in CDOT Region 4. Obviously, certain transportation problems 

cannot link to the physical network and are not included in the analysis. Appendix F shows the priority of 

the problems on the geographical network of CDOT Region 4. The corridors include interstates, state 

highways and regionally significant corridors. 

24


V. ITS SOLUTIONS TO TRANSPORATION PROBLEMS 

In Section IV, transportation problems affecting the Region were identified. Discussion of potential 

solutions regarding these problems with the stakeholder groups centered on easy to understand 

applications and implementable ITS deployment applications. The information collected from stakeholder 

discussions was then translated into the market package terminology. Market Packages provide an 

accessible, deployment-oriented perspective to the National ITS Architecture. They are tailored to fit - 

separately or in combination - real world transportation problems and needs. Market Packages combine 

various ITS equipment that must work together to deliver a given transportation service, as well as the 

information that must flow between these elements and other important systems. In other words, they 

identify physical ITS elements that are required to implement a particular transportation service. They are 

independent of technology and do not recommend specific products. The following is a brief summary of 

discussion items: 

 

 

 

 

A – Discussion items available solutions to each of the transportation problem and the associated 

Market Packages. 

B – Market Package analysis including existing and future applications within the Region. 

C – Links between transportation problems and Market Packages. 

D – Links transportation problems and TSAs. 

A. Available ITS Solutions to Transportation Problems 

A wide range of ITS equipment and applications are available to implement solutions to specific 

problems. These solutions differ in cost, technology, extent of deployment required, etc. Table 3 

identifies potential ITS solutions based on existing and successful deployments within Colorado for 

similar transportation problems. Market Packages associated with the solutions and transportation 

problems are also identified. 

25


Table 3: 

Available ITS Solutions to Transportation Problems 

# Problem Solutions Market Packages 

1 Not enough realtime 

information 

(traffic conditions, 

incidents & 

construction) 

provided to the 

travelers 

2 Not enough realtime 

weather and 

pavement data 

Point devices (Radar, Solo, etc) 

P2P devices (Toll Tag indicators) 

CCTV 

HAR (non-CDOT use) 

Interface to CSP Dispatch and other law enforcement 

dispatch(s) 

CTMS Lite to CSP 

Courtesy Patrol 

COTrip website and any local agency websites 

GOV delivery 

511 

Weather stations 

Pavement sensors 

Expand MDSS System including AVL in-Vehicle 

reporting/Camera 

CCTV 

ATIS01-Broadcast Traveler Information 

ATIS02-Interactive Traveler Information 

ATMS01-Network Surveillance 

ATMS02- Probe Surveillance 

ATMS06-Traffic Information Dissemination 

ATMS08- Incident Management System 

MC08-Work Zone Management 

MC10-Maintenance and Construction Activity 

Coordination. 



ATMS06-Traffic Information Dissemination 

MC03-Road Weather Data Collection 

MC04-Weather Information Processing and Distribution 

3 Not much 

awareness of 

where existing 

real-time 

information is 

available 

4 No on-line trip 

planning services 

5 Not enough video 

surveillance to 

monitor traffic 

conditions, 

incidents and 

construction 

Promoted COTrip website, 511 and GOV Delivers using 

existing dissemination devices (DMS, HAR) 

Static signs with COTrip and 511 information 

Rebranding smartrips.org to provide multi-modal options 

including transit, carpool, vanpool, PNR and bicycle 

CCTV 



APTS07-Mulit-modal Coordination 

APTS09-Transit Traveler Information 






MC08-Work zone Management 

26



activities. 

6 Freeway/Arterial 

congestion 

7 Synchronization 

signals and 

strategies beyond 

TOD plans 

8 Event traffic 

management 

9 Lack of 

communications 

infrastructure 

10 Tracking and data 

collection from 

maintenance 

vehicles 

11 Not enough 

reliable 

communication 

for signals 

12 Security of key 


13 Weather (high 

winds, flooding and 

icing) 

14 Improve highwayrail 

crossing 

Ramp meters (freeways) 

CCTV 

Signals under system control 

Traffic responsive 

Traffic adaptive 

Event timing plans 

CCTV 

DMS 

Affects all ITS deployment 

AVL 

Data Collection device 

Fiber interconnectivity 

CCTV at bridge or VMS structures affected by vandalism 

and at PNR’s 

Sensors and DMS (high winds and flooding) 

Automated anti-icing system with sensors and DMS 

Signals tied with railroad crossing to allow for quick queue 

clearance and advance warning 



ATMS01-Network surveillance 

ATMS03-Surface Street Control 

ATMS04-Freeway Control 




ATMS01- Network Surveillance 



All relevant market packages 

ATMS02- Probe Surveillance 

MC01-Maintenance and Construction Vehicle and 

Equipment Tracking 

MC03-Road Weather Data Collection. 


EM05-Transportation Infrastructure Protection 


MC04-Weather Information Processing and Distribution 

MC05-Roadway Automated Treatment 


ATMS13-Standard Railroad Grade Crossing; ATMS03- 

27



15 Incident Interfaces to CSP and other law enforcement dispatches 

Courtesy patrol 

Update existing IMP from US-36 and I-25 and develop 

new IMP’s 

CCTV 

Incident detection algorithms using CTMS on freeways 

Surface Street Control 





EM04-Roadway Service Patrols 

16 Road closures Remote controlled gates or barriers with CCTV and DMS ATIS01-Broadcast Traveler Information 


ATMS21-Roadway Closure Management 

17 Speeding Advise lower speeds using VMS 

Speed radar and display equipment 

18 Not enough Integration through on-line trip planning services 

coordination and 

integration 

between other 

travel modes 

19 No priority for 

transit vehicles at 

signals 

20 Not many regional 

bus routes 

21 Lack of dedication 

outreach for transit 

to increase its 

competitiveness 

22 Work zone 

management 

23 Parking 

Management 

Green extension, red truncation, etc at all signals to allow 

quicker clearance of transit vehicles 

Increase transit competitiveness 

Integration of multi-modal options 

CCTV 

DMS 

HAR 

Parking lot conditions 

Promote multi-modal options 

ATMS19-Speed Monitoring 

APTS07-Multi-modal Coordination 


APTS09-Transit Signal Priority 


APTS07-Multi-modal Coordination 

APTS07 - Multi-modal Coordination 

APTS08-Transit Traveler Information 


ATMS05-HOV Lane Management 



MC08-Work Zone Management 

MC09-Work Zone Safety Monitoring 

MC10-Maintenance and Construction Activity 

Coordination 



28



24 Not enough 

historic traffic 

count (volume) 

data 

25 Data sharing 

between agencies 

26 Lack of 

performance 

monitoring data 

27 Access to MDSS 

and CDOT 

Traveler 

Information 

28 Antiquated 

Business Systems 

29 Inadequate 

support 


30 Champion for ITS 

within the Region 

31 Lack of adequate 

funding 

CCTV 

DMS 

Kiosks 

One consolidated source 

Expansion of CCTM application 

Reporting tools tied to databases 

Kiosks 

Access to CTMS lite 

Upgrade business systems 

Construct more pullouts 

Identify lead agency 

Public-Public and Public-Private partnerships 



ATMS16-Parking Facility Management 

ATMS17-Regional Parking Management 

AD1-ITS Data Mart 

AD2-ITS Data Warehouse 

AD3-ITS Virtual Data Warehouse 

AD1-ITS Data Mart 

AD2-ITS Data Warehouse 



APTS07-Mulit-modal Coordination 



CVO04-CV Administrative Process 

CVO07-Roadside CVO Safety 

CVO04-CV Administrative Process 

CVO07-Roadside CVO Safety 

Not applicable 


29


B. Market Packages Analysis for the Region 

Currently, there are 91 Market Packages included in the National ITS Architecture Version 6.1. Market 

Packages are categorized into nine subsystems based upon the type of transportation service provided: 

 

 

 

 

 

 

 

 

Archived Data Management (AD): Store and retrieve transportation system information for future 

analysis. 

Advanced Public Transportation Systems (APTS): Manage transit operations and make transit use 

more convenient and safe. 

Advanced Traveler Information Systems (ATIS): Provide real-time information to travelers. 

Advanced Traffic Management Systems (ATMS): Manage operation of the roadway network. 

Advanced Vehicle Safety Systems (AVSS): Adds capability for improved safety to vehicles. These 

market packages are generally applicable to private-sector industry initiatives only. 

Commercial Vehicle Operations (CVO): Provides for the electronic monitoring of commercial 

vehicle safety assurance and regulation, and exchange of related information. 

Emergency Management (EM): Manage emergency response operations. 

Maintenance and Construction Management (MC): Manage maintenance and construction 

activities and operations. 

Table 4, Market Package Analysis, shows at Market Packages except got Market Packages associated 

with AVSS. The table provides a brief description and identifies existing and future Region 4 

applicability. 

30


Table 4: 

Applicable Market Packages within the Region 

Market Brief Description Region 4 Application – Existing Region 4 Application – Future 

Package Name 

Archived Data (AD) 

AD1 ITS Data Mart Collect data for future 

analysis for one agency 

only 

CTMS collects travel time, speed, 

device logs, etc. Existing weather 

forecast and pavement condition 

As more real-time conditions data is collected and 

stored, performance measures reporting at an 

individual agency level would be enabled 

information in CDOT MDSS. 

Existing traffic count data at 

cities, counties and CDOT DTD. 

Transit ridership, vanpool/carpool 

usage, PNR usage at various 

agencies 

AD2 ITS Data Store data for multiple Does not exist 

All historical traffic counts available at CDOT DTD 

AD3 

Warehouse 

ITS Virtual Data 

Warehouse 

agencies 

Supports networked access 

to data archives for 

multiple agencies 

Advanced Public Transit Systems (APTS) 

APTS 01 Transit Vehicle 

Tracking 

Provide automatic vehicle 

location (AVL) to track 

APTS 02 

APTS 03 

Transit Fixed- 

Route 

Operations 

Demand 

Response 

Transit 

Operations 

transit vehicles 

Performs automatic driver 

assignment and 

monitoring, as well as 

vehicle routing and 

scheduling for fixed-route 

services 

Performs automatic driver 

assignment and 

monitoring as well as 

vehicle routing and 

scheduling for demand 

Does not exist 

Transfort and COLT have AVL. 

Planned AVL in Greeley 

Computer Aided Dispatch (CAD) 

and two-way communications 

exist 

Computer Aided Dispatch (CAD) 

and AVL exist; scheduling 

systems exist 

Historical performance “traffic conditions” data 

made available on CTMS on corridors that support 

“real-time” conditions through an on-line reporting 

tool 

None 

None 

None 

31


Market 

Package Name 

Brief Description Region 4 Application – Existing Region 4 Application – Future 

response transit services 

APTS 04 

Transit 

Passenger and 

Fare 

Management 

Allows for the 

management of passenger 

loading and fare payments 

on-board vehicles using 

electronic means 

APTS 05 Transit Security Provides for the physical 

security of transit 

passengers 

APTS 06 

APTS 07 

APTS 08 

APTS 09 

APTS 10 

Transit 

Maintenance 

Multi-modal 

Coordination 

Transit Traveler 

Information 

Transit Signal 

Priority 

Transit 

Passenger 

Counting 

Supports automatic 

maintenance scheduling 

and monitoring. 

Establishes two-way 

communications between 

multiple transit and traffic 

agencies and transit signal 

priority 

Provides customized or 

real-time transit 

Information 

Automated fare collection exists 

for Transfort and COLT. 

Magnetic strip exists for Transfort 

and allows use of smartcard for 

CSU students. Magnetic strip and 

smartcard planned for COLT 

Two-way communications and 

panic buttons exist; video 

monitoring in buses and transit 

center for Transfort; GET planning 

to install cameras on buses soon 

Maintenance systems exist. 

Transfort upgrading existing 

system 

Coordination between transit and 

traffic agencies exists regarding 

implementation of new routes and 

new stops. Fare collection 

coordination between COLT and 

Transfort. Regional route 

coordination on FLEX between 

Transfort, COLT and RTD 

Check with Estes Park on flow, 

they provide information. Static 

transit routes and schedules exist 

locally 

TSP exist at one location. 

Exists for COLT 

Possibly automated fare collection for GET 

None 

None 

Transit, vanpool/carpool, bicycle and PNR working 

together to promote multi-modal options. More 

coordination required if other regional bus routes 

are implemented 

Need for consolidated on-line trip planning services 

None 

Possibly for GET & Transfort 

32


Market Brief Description Region 4 Application – Existing Region 4 Application – Future 

Package Name 

Advanced Traveler Information Systems (ATIS) 

ATIS01 Broadcast 

Traveler 

Information 

ATIS02 

ATIS03 

ATIS04 

ATIS05 

Interactive 

Traveler 

Information 

Autonomous 

Route Guidance 

Dynamic Route 

Guidance 

ISP 

(Information 

Service 

Provider) Based 


Dissemination of 

information over a wide 

area through existing 

infrastructures and low 

cost user equipment 

Provides tailored 

information in response to 

a traveler request. Includes 

dynamic web pages and 

511 telephone information. 

In-vehicle or handheld 

electronic devices used to 

provide trip planning 

information and directions. 

Builds on Autonomous 

Route Guidance to factor 

in real-time conditions 

information. Again, this 

market package is 

generally more of a 

private-sector initiative. 

Trip planning and 

directions information that 

is provided by a service, 

and does not require a 

specific user device – 

Existing radio station (KEZ 1410) 

broadcasts weather and travel 

information in Estes Park. 

Existing CDOT faxes of road 

condition information. Existing 

Loveland HAR on 1610 AM, 

posts traffic information online 

and sends out weekly emails. 

Existing DMS provide 

information. CDOT’s Gov 

delivery system exists for email 

and text alerts 

CDOT COTrip web site, GOV 

delivery and 511 system exists 

This service is generally not 

provided by public sector 

agencies 



agencies 



agencies 

Possibly use agency website to show traffic 

conditions within the city. Provide traffic video 

images on city channel 

Possibly Estes Park city traveler information web site 

and kiosks. Kiosks at POE 

CDOT data available for use by private ISP’s 



33


ATIS06 

ATIS07 

ATIS08 

ATIS09 

ATIS10 

Market 

Package Name 

Integrated 

Transportation 

Management/ 


Yellow Pages 

and Reservation 

Dynamic 

Ridesharing 

In Vehicle 

Signing 

VII Traveler 

Information 


“Mapquest” web site 

would be an example. 

Ties in with route 

guidance systems to 

optimize traffic control 

strategies along 

anticipated vehicle routes. 

Provides “Yellow pages” 

business listings and the 

capacity to make 

reservations. 

Provides dynamic 

ridesharing/ride matching 

capability in real time. 

Some large companies 

provide this service. 

Supports distribution of 

information, such as travel 

advisories, to drivers 

through in-vehicle devices 

Distributes real-time 

information to vehicles via 

Vehicle Infrastructure 

Integration (VII) 

Advanced Traffic Management Systems (ATMS) 

ATMS01 

ATMS02 

Network 

Surveillance 

Probe 

Surveillance 

Collects information from 

field devices (detectors, 

CCTV, etc.) for 

monitoring of roadway 

conditions. 

Use toll transponder 

equipped vehicles, 

volunteers, buses, 

Does not exist 



agencies 

Static vanpool/carpool matching 

exists 



agencies 



agencies 

Cameras exist in Fort Collins, 

Greeley and Loveland, and at 

CDOT Park-n-Rides 

None available 

None 


None 



More deployment needed to support real-time 

information 

Use of transponders anticipated Fort Collins South 

and Greeley South. Van and maintenance vehicles 

are an additional option 

34


ATMS03 

Market 

Package Name 

Surface Street 

Control 


anonymous cellular phone 

tracking or other 

technology to monitor 

traffic conditions 

Provide traffic signal 

control. 

ATMS04 Freeway Control Control of devices 

installed along freeways, 

including control of 

cameras and dynamic 

message signs. 

ATMS05 

ATMS06 

ATMS07 

ATMS08 

HOV Lane 

Management 

Traffic 

Information 

Dissemination 

Regional Traffic 

Control 

Incident 

Management 

System 

Manages HOV lanes by 

coordinating freeway ramp 

meters and connector 

signals with HOV lane 

usage signals 

Supports Dynamic 

Message Signs and 

Highway Advisory Radio 

Provides for the sharing of 

traffic information and 

control among traffic 

management centers to 

support a regional control 

strategy. 

Detects incidents and 

provides links between 

transportation and 

emergency management 

centers to exchange 

information 

TOD synchronization exists. 

Most urban area signals under 

system control. Traffic adaptive 

planned for 10 th Street in Greeley 

Traffic responsive control as needed, Upgrading to 

fiber communication as needed 

Ramp meters exist on US-36 Additional ramp meter deployment on I-25 

None 

HARS and DMS exist 

None 

Existing I-25 incident 

management plan 

Future HOV on I-25 at south end of study area 

More deployment needed 

Dependent on Fiber Connectivity 

Need US-85 IMP. Need for incident management 

and event planning at Larimer County Event Center 

and for Greeley Stampede. Congestion and routing 

an issue for special events in Fort Collins 

35


ATMS09 

ATMS10 

Market 

Package Name 

Traffic Forecast 

and Demand 

Management 

Electronic Toll 

Collection 

ATMS11 Emissions 

Monitoring and 

Management 

ATMS12 

ATMS13 

ATMS14 

ATMS15 

ATMS16 

Roadside 

weighting 

system control. 

Standard 

Railroad Grade 

Crossing 

Advanced 

Railroad Grade 

Crossing 

Railroad 

Operations 

Coordination 

Parking Facility 

Management 


Use of historical traffic 

data to predict future 

demand 

Use of electronic “tags” to 

collect tolls and process 

violations without 

requiring motorists to stop 

Monitors individual 

vehicle emissions and 

provides general air 

quality monitoring using 

distributed sensors to 

collect the data 

Manage lighting system 

along roadside 

Manages highway traffic 

at highway-rail 

intersections where rail 

operational speeds are less 

than 80 miles per hour 

Same as Standard, but for 

intersections with trains 

traveling in excess of 80 

miles per hour. 

Provides an information 

link between rail 

operations and traffic 

management centers and 

emergency dispatch. 

Provides monitoring and 

management of parking 

facilities 

None 

None 

Existing emissions check stations 


Existing rail signal pre-emption in 

Fort Collins 


None 

Parking exists at transit hub 

(visitor center) and Stanley 

satellite hub. More satellite hubs 

planned 

None 

None 

None 


Possibly query clearance system 


None 

Need for parking lot monitoring in downtown Estes 

Park and at Rocky Mountain State Park 

36


ATMS17 

ATMS18 

ATMS19 

ATMS20 

ATMS21 

Market 

Package Name 


Parking 

Management 

Reversible Lane 

Management 

Speed 

Monitoring 

Drawbridge 

Management 

Roadway 

Closure 

Management 


CVO01 

CVO02 

CVO03 

Fleet 

Administration 

Freight 

Administration 

Electronic 

Clearance 


Supports coordination 

between parking facilities 

to enable regional parking 

management strategies 

Provides for the control of 

reversible lane facilities 

Monitors speeds of 

vehicles on roadways. 

DMS can then be used to 

post a safe speed reminder 

Drawbridge control 

systems – gates, warning 

lights, DMS, etc. 

Support for remotely 

controlled gates or barriers 

that close off roads in 

unsafe conditions, plus 

camera surveillance and 

traveler information 

Electronic routing of 

commercial vehicle fleets 

Electronic tracking of cargo 

movements from source to 

destination, including 

whether the shipment has 

been tampered with 

Provides for pre-registered 

commercial vehicles to pass 

through check stations 

without pulling over 

None 


None 


None 

Not applicable. 


PrePass and Automatic Vehicle 

Identification equipment exists 

Possible future coordination in Estes Park between 

town, RMNP and CDOT 


Specific locations 

Not applicable. 




None 

37


CVO04 

CVO05 

CVO06 

CVO07 

CVO08 

CVO09 

CVO10 

Market 

Package Name 

CV 

Administrative 

Processes 

International 

Border 

Electronic 

Clearance 

Weigh-In- 

Motion 

Roadside CVO 

Safety 

On-board CVO 

Safety 

CVO Fleet 

Maintenance 

HAZMAT 

Management 


Provides for electronic 

information sharing and 

automation of a number of 

commercial vehicle 

administration tasks, such 

as fee collection, 

credentialing, and tax filing 

Expands the Electronic 

Clearance market package 

to include border crossings 

Includes systems that allow 

commercial vehicles to be 

weighed by equipment 

installed on the roadside, 

allowing the vehicle to 

bypass traditional weigh 

stations 

Provides for automated 

roadside safety monitoring 

and reporting 

Provides for on-board 

commercial vehicle safety 

monitoring and reporting 

On-board monitoring and 

maintenance system. 

Integrates incident 

management capabilities 

with commercial vehicle 

tracking to assure effective 

treatment of HAZMAT 

material and incidents 

Separate databases at various 

agencies 


WIM exists 

Limited pullout roadside check 

locations 

Generally a private sector 

initiative 


initiative 


Electronic sharing of information between agencies 


None 

More pullout locations needed 

None 

None 


38


CVO11 

CVO12 

CVO13 

Market 

Package Name 

Roadside 

HAZMAT 

Security 

Detection and 

Mitigation 

CV Driver 

Security 

Authentication 

Freight 

Assignment 

Tracking 


EM01 

EM02 

Emergency 

Response 

Emergency 

Routing 


Uses roadside equipment to 

detect HAZMAT cargo, 

then checks the vehicle’s 

credentials to ensure that 

the cargo and driver are 

properly authorized. 

Uses onboard security to 

detect unauthorized CV 

drivers, and if detected, 

disables the vehicle. 

Registration and tracking of 

the vehicle, cargo shipment, 

and driver. 

Provides computer-aided 

dispatch Systems 

Automatic Vehicle 

Location and dynamic 

routing for emergency 

vehicles. 

EM03 Mayday Support Supports response to 

requests for help from invehicle 

or call-box type 

systems 

EM04 

Roadway 

Service Patrols 

Service trucks that respond 

to reports of disabled 

vehicles and help to clear 



initiative 


Weld County emergency services 

dispatch and 911. Larimer County 

Sheriff dispatch. Fort Collins 

emergency department. Loveland 

emergency response. CSP 

dispatch 

Existing CAD for emergency 

vehicles in Estes Park. Trains 

block emergency vehicle access 

in La Salle. Existing signal preemption 

in Greeley, Loveland, 

and Fort Collins. 

Existing in-vehicle systems 


None 


None 

None 

None 

None On call tow services during bad weather for I-25 

39


EM05 

Market 

Package Name 

Transportation 

Infrastructure 

Protection 


them, in order to reduce 

the impact on the traffic 

flow 

Uses surveillance cameras 

and sensors to monitor 

critical infrastructure such 

as bridges, tunnels, etc. 

EM06 Wide-Area Alert Facilitates the use of ITS 

driver information devices 

(such as DMS and HAR) 

to spread emergency alert 

Messages – example 

would be Amber Alerts 

EM07 

EM08 

EM09 

Early Warning 

System 

Disaster 

Response and 

Recovery 

Evacuation and 

Reentry 

Management 

Uses various types of 

sensors and monitors to 

facilitate early detection 

and warning of 

emergencies, including 

weather emergencies and 

terrorist attacks 

Supports the overall 

coordinated response to 

emergencies by 

transportation, emergency 

response, and maintenance 

personnel 

Supports coordination of 

evacuation plans by 

transportation and safety 

agencies as well as the 

subsequent return to the 

evacuation area 

None 

CDOT ITS currently places DMS 

messages on request of R4, State 

Patrol, and HQ. This includes 

Amber Alerts 

Stream level monitoring in 

Loveland, Fort Collins, and Estes 

Park. Some linked to emergency 

operations centers. Estes Park has 

a SCADA system with alarm 

capabilities. Existing stream 

monitoring on US 85, but not 

linked to any centers 

Existing emergency management 

plans 


plans 

Monitoring bridges, Park-n-Rides and VMS against 

graffiti vandalism 

None 

None 

None 

None 

40


EM10 

Market 

Package Name 

Disaster 

Traveler 

Information 


MC01 Maintenance 

and 

Construction 

Vehicle and 

Equipment 

Tracking 

MC02 

MC03 

MC04 

MC05 

MC06 

Maintenance 

and 

Construction 

Vehicle 

Maintenance 

Road Weather 

Data Collection 

Weather 

Information 

Processing and 

Distribution 

Roadway 

Automated 

Treatment 

Winter 

Maintenance 


Augments existing traveler 

information systems to 

provide emergency 

traveler information, such 

as evacuation routes, etc., 

in the event of a disaster 

Tracks the location of 

maintenance and 

construction vehicles and 

other equipment 

On-board diagnostics that 

provide maintenance and 

repair information for 

snowplows, trucks, etc. 

Collection of weather and 

road conditions data using 

sensors installed near the 

roadway. 

Processing and 

dissemination of 

road/weather conditions 

information to travelers, 

maintenance workers, etc. 

Automated anti-icing 

systems for bridges and 

roadways 

Supports winter road 

maintenance including 

snowplow operations, 

roadway treatments (i.e., 


plans 

Data communications and GPS 

systems on CDOT snow plows 

exists 

None 

Weather stations in Fort Collins, 

Windsor, Loveland, Greeley, and 

CDOT R4 

CDOT MDSS system exists 

City of Fort Collins Timberline 

Bridge de-icing system 

Existing winter maintenance 

operations 

None 

More deployment anticipated 

None 

More deployment needed 

Expansion of MDSS 


None 

41


MC07 

MC08 

MC09 

MC10 

MC11 

MC12 

Market 

Package Name 

Roadway 

Maintenance 

and 

Construction 

Work Zone 

Management 

Work Zone 

Safety 

Monitoring 

Maintenance 

and 

Construction 

Activity 

Coordination 

Environmental 

Probe 

Surveillance 

Infrastructure 

Monitoring 


salt spraying, etc.) 

Supports scheduled and 

unscheduled maintenance 

and construction of ITS 

and non-ITS equipment 

Enables construction delay 

and routing information to 

be provided en-route to 

drivers, and also facilitates 

providing this information 

to other agencies 

Intrusion Alarms” and 

other devices that warn if a 

vehicle is approaching a 

work zone at a high rate of 

speed or has entered the 

work zone. May also 

monitor movements of 

workers 

Coordination of 

maintenance and 

construction activities 

between various agencies 

for improved operations. 

Collects environmental 

data from on-board vehicle 

sensors 

Monitors infrastructure via 

both fixed and vehiclebased 

sensors 

Existing maintenance and 

construction operations 

None 

None 

Most agencies post scheduled 

road closures to web sites 



None 

As needed 

None 

Need consolidation of all sources 



42


C. Linking Transportation Problems to Market Packages 

Appendix G shows the Market Packages that are directly applicable to the transportation problems. The 

Market Package ensures technical integration and jurisdictional coordination when the solution is 

implemented. It should be noted that not all of the transportation problems correlate with a Market 

Package due to the specific nature of the problem. For example, POE Antiquated Business System and 

Silo databases do not lend themselves to allow for easily accessible and up-to-date information sharing. 

D. Linking TSAs to Market Packages 

Appendix H shows the relationship between Transportation Service Areas and applicable Market 

Packages. This analysis is useful in the development of the ITS Architecture. 

43


VI. 

ITS DEPLOYMENT STRATEGIES WITHIN THE REGION 

This section identifies the regional strategies regarding ITS deployment including specific 

recommendations concerning each ITS deployment. 

A. Recommended ITS Strategies for the Region 

Strategy #1- Implement ITS Deployments that can Provide Benefits on Freeways, State Highways, US 

Highways and Regionally Significant Corridors 

These corridors carry the highest traffic volumes within the Region and these would receive the greatest 

benefits from ITS implementation, and be able demonstrate greater overall mobility and safety benefits. It 

should be noted that local agencies are not precluded from deploying ITS on their local street and 

roadways that serve local needs; however deployment should be considered in terms of technical 

integration and jurisdiction coordination with the regional ITS network. ITS deployments for Strategy #1 

include: 

 

Communication Infrastructure (Fiber Optic Cable & Network Equipment) – Implement 

communication coverage to corridors or corridor segments where no coverage exists, and to 

increase the connectivity, reliability and integration of all ITS devices. 

CTMC is migrating from a SONNET based fiber optic communications to an Ethernet based fiber 

optic communications to expand bandwidth capacity to support its ITS devices. Greeley is in the 

process of implementing an Ethernet based fiber optic communications within the City to support 

traffic signals, weather stations, CCTV and ATR. Ethernet based fiber optic communications is 

recommended for the urban area within the Region, which is defined by the following 

boundaries: SH-287 on the west, US-85 on the east, SH-7 on the south and SH-14 on the north. 

Cellular wireless communications has shown increased improvements in reliability and 

bandwidth and therefore is recommended for isolated ITS deployments in rural areas where it 

would be cost prohibitive to install fiber communications to support very few ITS devices. 

Regardless, CDOT and local agencies should take advantage of opportunities such as 

partnerships, new development, construction, etc. to install fiber optic communications along the 

corridors where possible. 

Traveler Information – It is recommended that traveler information be implemented on I-25 

corridor and on all corridors that have received the highest priorities for traveler information. 

Colorado Transportation Management Center (CTMC) & Urban Traffic 

Operation/Management Centers (TOC/TMC) – CTMC and the urban centers collect traffic 

conditions information based on overall operational and maintenance responsibility for the 

corridor. CTMC will continue to serve as the primary center for dissemination of statewide 

traveler information within the Region through the COTrip website, 511 and Gov Delivery 

system. The 511 automated phone systems has the capability to transfer to local 511 automated 

phone systems. The Gov Delivery system provides text and email alerts for incidents, 

maintenance and construction. Local agencies that collect traveler information on their corridors 

can disseminate the information on agency websites and coordinate with CTMC to display the 

information on the COTrip website. 

 

Incident Management Plan (IMP) – Improves coordination between agencies and identifies 

operational roles and responsibilities, protocols, and alternative routes when responding to 

incidents. IMP exists for I-25 and US-36 corridors. IMP is recommended for US-85 (Fort Lupton 

to Greeley). These plans should be updated on a regular basis to address changing conditions. 

44


 

 

 

 

 

 

Courtesy Patrol/Tow Vehicles – Assists law enforcement to utilize resources more effectively 

when incidents occur during severe weather conditions. On-call courtesy patrol is recommended 

along I-25 within the Region. The private tow vehicles would tow the impacted vehicle to a 

designated safe zone and be available to assist any other incidents. 

Traffic Responsive/Traffic Adaptive Control – Time-Of-Day (TOD) plans are sufficient to 

meet the needs of normal traffic conditions. These plans typically need to be updated every 3-5 

years. Traffic adaptive pilot project is being implemented in Greeley. The results will be used to 

determine other potential future installations within the Region. Corridors such as SH-119, SH-7 

West and SH-52 could benefit from implement of traffic responsive control i.e., pre-designed 

timing plans based on traffic condition thresholds to maximize corridor efficiency and responds 

to changing traffic conditions. Traffic responsive control would also apply for traffic signals 

along event and incident routes. 

Dynamic Message Signs – The signs provide real time traveler information to drivers on the 

corridors. In addition, they can be used to support CSP safety campaigns, promotion of COTrip, 

511 and alternative modal options. The signs are recommended at major decision points. 

Ramp Meters – Ramp meters exist on US-36. It is recommended that ramp meters be installed 

on I-25 from Loveland to Fort Collins based on the volumes and indicated levels of congestion. 

The installation of ramp meters will reduce the friction between freeway traffic and the traffic 

merging from the ramps and result in a more smoother operation. However, it should be noted 

that a ramp meter warrant study needs to be conducted before ramp meter can be deployed. 

Closed Circuit Television Cameras (CCTV) – Increase real-time observation coverage along 

corridors. CCTV is recommended at major signalized intersections or intersection of highways. 

The images from the CCTV should be made available on COTrip website, 

Weather Stations – Expand the deployment of weather and pavement sensors on corridors to 

assist maintenance personnel and provide information to travelling public. Given the 

geographical area and the significant impacts of weather conditions across the region, deployment 

of weather stations is recommended on each corridor. 

Strategy #2 - Increase transit ridership and demand by integration and coordination with alternative 

travel modes. 

Transit, van pool, car pool, bicycle and Park-N-Ride modal options should be integrated to increase usage 

of alternative modes of travel. ITS deployments for Strategy #2 include: 

 

 

 

Add Static Transit Route Information to Google – The site provides transit agencies a platform 

to post transit route information. Currently, there are over 400 agencies that provide transit 

information on the site. Within the Region, it is recommended that transit route information from 

all transit agencies be posted on the site. This is an interim solution until the on-line planning 

services website is developed. 

On-line Trip Planning Services Website – The ability to integrate travel mode options will 

assist in generating interest and increased usage. It is recommended that the smartrips.org 

website be rebranded and integrated to include transit, vanpool, carpool, bicycle and Park-N- 

Rides. The site is currently designed only for vanpool users. It does have transit routes and stops 

information. 

Automated Fare Collection System – It is recommended that automated fare collection systems 

be implemented for GET to increase transit usage and improve operational efficiency. 

Automated fare collection systems exist for Transfort and COLT. 

45


 

 

 

Transit Passenger Counting System - It is recommended that passenger count system be 

implemented for GET and Transfort. Automated system exists for COLT. 

Transit Services to Park-N-Ride Locations – It is recommended that transit services be 

provided to these locations as it would promote usage of transit and the Park-N-Ride lots. 

NextBus Application – It is recommended that real-time transit information be provided at 

transit centers, Park-N-Rides and key bus stops. 

Fare Collections Kiosks – Fare collection kiosks should be implemented after transit services 

and associated improvements at Park-N-Rides are completed. In addition, these kiosks should be 

implemented at transit centers. 

It should be noted that a study is planned to examine the feasibility of a regional transit agency. The study 

is anticipated to be completed by December 2012. The potential formation of a regional transit agency 

can have a significant impact on Transit ITS within the Region. Operationally, there will be existing 

systems for dispatch, maintenance, scheduling, etc. that are being used by transit agencies that may not be 

compatible with each other. Currently, these existing systems support transit ITS. 

Strategy #3- Implement and promote regional projects that increase cooperation and coordination within 

and between agencies 

ITS deployments for Strategy #3 include: 

 

 

 

 

Access to MDSS and Traffic Video for Agencies – It is recommended that local law 

enforcement, local transportation agencies and POE be provided access to the information. At 

POEs, traveler information kiosks should be installed to allow dissemination of information to 

commercial vehicle drivers. 

Regional Guidelines for Arterial Conditions Display and Sharing with CDOT – Fort Collins 

provides arterial condition information on the City website. As more agencies decide to provide 

arterial condition information, it is critical to display information consistently across the region so 

that the travelling public is not confused. Within the DRCOG area, Regional Guidelines are 

being developed for arterial condition information. It is recommended that the Region consider 

using the guidelines. It is important to achieve consistency across the region and the Front Range 

to display information on the COTrip website. 

Performance Monitoring for Corridors – There is a significant interest and value for 

performance measures reporting on corridor operations. The needs of performance measurements 

are better served if it is done parallel to ITS deployment for traveler information. As corridors are 

instrumented for traveler information, they will be integrated with CTMS. CTMC is currently 

considering a reporting tool that interfaces with the CTMS database to generate performance 

measures. Within the DRGOG area, agencies have identified several key performance measures 

and indices. For the CDOT Region 4, it is recommended that the Region consider using the 

measures. Similar to the regional guidelines for arterial conditions display, it is important to 

achieve consistency across the Region and Front Range. 

Traveler information for Estes Park/RMNP – It is recommended that interfaces with 511 and 

COTrip be developed to provide traveler information. This would include traffic condition 

information on US-34, US-36 and I-25 for outbound traffic leaving RMNP or Estes Park and 

parking availability information for the parking hub and satellites. RMNP should install cameras 

on Bear Lake Road to provide traffic and parking conditions information. Also, all of this 

information would be provided at the Estes Park Transit Hub (Town Visitor Center) via kiosk or a 

46


 

 

 

 

video wall. There is need to provide incident information on US-34 so that travelers entering 

Poudre Canyon have the opportunity to turnaround if the roadway ahead is closed. 

CDOT Maintenance Vehicles with AVL/Camera and In-Vehicle Interface Device – It is 

recommended that all CDOT maintenance vehicles be equipped with AVL/Camera and In- 

Vehicle interface device to allow maintenance personnel to report back on the work conditions. 

Expansion of MDSS System – The deployment of additional weather stations will provide more 

granular information. Additional routes will need to be added to MDSS and will require 

integration and revised forecast models. Also, given the demand for MDSS, additional users will 

need to be added to provide access to the information. This would require proper licensing and 

network management functions. 

Event Management Plans – It is recommended that Event Management plans be developed to 

meet the event traffic demands in Greeley and Larimer County. The plan would also include 

traffic responsive plans for impacted traffic signals to support event traffic. 

Expansion of CCTM Application for Traffic Agencies – Within the DRCOG area, CDOT has 

developed the CCTM application that allows users to access traffic data such as location of traffic 

signals, secure weather data and contract information for planned construction and maintenance 

projects. The performance measures will be accessible on the CCTM. It is recommended that the 

application be provided to CDOT Region 4 as more ITS deployment occurs. Again, this will also 

ensure consistency within Front Range. 

Expand CTMS Functionality for Maintenance and Construction Activity Information – 

This would allow local agencies the ability to add maintenance and construction activity 

information so that it is available on COTrip, 511 and Gov Delivery. Specific requirements need 

to be developed. 

 

Portable Monitoring System for Load Deficient Structures for Size and Weight 

Enforcement – This would implement the system at high priority locations within the Region. 

Specific requirements need to be developed. 

B. Limitations for ITS Deployment 

ITS deployments do not include or cover improvements to highway infrastructure and business functions. 

Such improvements should be addressed within the relevant planning efforts coordinated within the 

agency or regionally. The intent of this section is to ensure that these needs be formally recognized and 

any opportunities to implement the needs be considered. 

The following are a list of improvements that go beyond the scope of ITS technology: 

 

Park-N-Ride Improvements 

o PNR Upgrades to add more capacity at SH-402 and SH–60 

o PNR Upgrades to improve access at SH-492 and US-34 

o Need for New PNR Sites 

• On SH-287 between Loveland and Berthoud 

• On SH-287 between Fort Collins and Loveland – Transfort is building the South 

Transit Center, which will open in 2013. It will have 85 parking spaces. 

47


 

 

 

o Both at upgraded PNR sites and new sites, improvements to accommodate Transit 

services include: 

• Bus shelter 

• Bus turn around 

• Lighting 

Pull-Outs on Corridors for Size and Weight Enforcement – Appendix I provides information 

on the POE’s pull out areas priorities within the Region. 

Parking Facilities at Estes Park - The Town’s Transit Hub center (Town’s Visitor Center) is 

expected to be completed in summer of this year. The Center will have about 200 parking 

spaces. The Stanley Satellite hub on US-36 has 408 parking spaces and will be operational by 

June 2011. There is a need for a satellite hub along US-34. The Town intends on building more 

satellite Hubs to provide additional parking spaces and access to shuttle services. 

Increase Transit Levels of Service in Estes Park – Currently, transit shuttle busses operate 

between the end of June to Labor Day. It has over 19,000 users and buses run on 1-hour 

frequency. The current frequency is not sufficient to increase transit usage in the area. 

Regional Bus Routes – Within the Region, there is significant inter-city travel. However, there 

is only one regional bus route (FLEX). Serious consideration should be given to provide regional 

routes in order to increase transit competitiveness. 

Bicycle Routes to Transit Centers and PNRs – These routes would provide physical 

connectivity between modes and would increase usage of alternative modal options. 

Antiquated Business Systems – Many data sources used by the POE are maintained within 

separate silo databases. The data includes CDOT Permits, Department of Revenue (DOR) 

commercial vehicle taxes, Unified Carrier Registration (UCR), Division of Motor Vehicle 

(DMV) and Informix (POE business system). In order to easily share information between these 

databases would require understanding of business technology, security, etc. functions. More 

importantly, it would require significant coordination between these agencies and appropriate 

funding. 

C. Recommended ITS Deployment Timeframe 

The plan is fiscally unconstrained and following deployment time frames were recommended for 

implementation: 

Short Term – 0 to 3 years 

Medium Term – 4 to 6 years 

Long Term – 7 to 10 years 

These deployment timeframes are consistent with other CDOT Region’s implementation plans. 

It is a recognized that simply deploying devices does not itself improve the effectiveness or efficiency of 

the transportation system. Adequate transportation agency staffing must be provided to operate and 

maintain the system in order to most effectively take advantage of the transportation management tools. 

Additionally, system equipment maintenance and replacement are critical factors in the long-term 

serviceability of the ITS devices and infrastructure. Maintenance and replacement are well recognized 

requirements of all transportation investments. Maintenance of ITS devices is different from maintenance 

of a highway or a bridge. Typically, complete functionality is lost when the device fails rendering it 

unusable. Implicit in this Plan is an assurance by the stakeholders of sufficient staff and resources for 

management; operations, maintenance, and replacement of ITS devices and infrastructure to make them 

an effective investment. 

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VII. 

ITS DEPLOYMENT COSTS 

For ease of understanding, ITS deployments are categorized in the following three priority areas: 

Corridors –Interstates, State Highways, US Highways and Regionally significant corridors. 

Transit – Transit and other alternative modes such as vanpools, carpools and bicycles. 

Regional – Deployments that cannot be tied to a corridor or transit agency and provide Regional 

benefits. 

A. ITS Deployment for Corridors 

The ITS deployment projects identified for each of the corridors in Region 4 is shown in Appendix J. For 

each corridor, the rationale for the ITS deployment is based on the information shown in Appendix K. 

Appendix J contains the following items for each corridor: 

 

 

 

 

 

 

 

 

 

Corridor – Provides the name of the corridor with its limits and approximate mileage. 

Project – Identifies the projects to be implemented 

ITS Devices – Indicates the type of ITS device to be implemented 

Existing Devices – Provides the number of ITS devices existing on the corridor, by type of 

device. It indicates if an agency other than CDOT has an existing device 

Proposed Devices – Provides the number of ITS devices proposed for the corridor segment 

Proposed Location – Identifies the locations for the proposed ITS devices 

Unit Price – Provides the price for each unit of proposed ITS devices (Appendix L shows the 

device costs used for the Plan) 

Needed Investment – Identifies the needed investment (estimated construction costs) for CDOT 

Region 4 ITS projects in 2011 dollars (estimates are not indexed). Needed investments also 

include estimated costs for network equipment necessary for system connectivity; however, they 

do not include operations and maintenance costs. 

Total Project Costs –Provides the total cost by project for the proposed number of ITS devices 

units in Million Dollars. 

Project Timeframe –Identifies the deployment priority as determined by the Region. For Region 4 

the following ITS deployment timeframe is used: 

o Short Term: 0 to 3 years 

o Medium Term: 4 to 6 years 

o Long Term: 7 to 10 years 

 

 

Transportation Problem Area (TPA) – Identifies the applicable Transportation Problem Areas 

addressed on the CDOT Region 4 corridors. 

Transportation Service Area (TSA) - Identifies the applicable Transportation Service Areas 

addressed on the CDOT Region 4 corridors. 

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Appendix M shows total ITS device deployment costs by deployment time frame and device count or 

approximate corridor miles. It shows the magnitude of deployment for each ITS device deployment 

within the Region. Appendix N shows individual corridor sheets that contain the name of the corridor, its 

limits, approximate mileage, range of ADT counts along the corridor and a corridor map that identifies 

ITS deployment. The table for each corridor sheet provides the same information as shown on Appendix 

K, but specific for each corridor. 

ITS deployments have been identified on 64 corridors totaling $153.99 million dollars. These ITS 

deployments are proposed along approximately 1,900 center line miles. Table 5 shows the needed 

investment summary for corridor projects in Region 4. 

Table 5: 

Needed ITS Investment Summary for Region 4 Corridor Projects 

Corridor Projects 

Short Term Medium Term Long Term 

Total 

Number of Projects 150 42 125 317 

Needed Investment 

(In $Millions) $75.59 $38.46 $36.94 $153.99 

B. ITS Deployment for Transit 

Appendix O shows the ITS deployment for transit and contains the following items: 

 

 

 

 

Description – Provides the name of the project. 

ITS Deployment – Identifies the ITS application to be implemented. 

Total Project Costs – Provides the total cost by project for the proposed number of ITS 

devices in units of Million Dollars. 

Transportation Problem Area (TPA) – Identifies the applicable Transportation Problem 

Areas. 

Transportation Service Area (TSA) – Identifies the applicable Transportation Service 

Areas. 

ITS deployments have been identified for 9 transit projects in Region 4 that total $1.8 million dollars. 

Table 6 shows the needed investment summary for transit projects in Region 4. 

Table 6: Needed ITS Investment Summary for Region 4 Transit Projects 

Transit Projects 


Total 

Number of Projects 


(In $Millions) 

2 3 2 9 

$0.20 $0.95 $0.65 $1.80 

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C. ITS Deployment for Regional 

Appendix P shows the ITS deployment for Regional projects and it contains the following items: 

 

 

 

 

Description – Provides the name of the project. 

ITS Deployment – Identifies the ITS applications to be implemented. 

Total Project Costs – Provides the total cost by project for the proposed number of ITS 

devices in million dollar units. 

Transportation Problem Area (TPA) – Identifies the applicable Transportation Problem 

Areas. 

Transportation Service Area (TSA) – Identifies the applicable Transportation Service 

Areas. 

ITS deployments have been identified for 10 regional projects in Region 4 that total $2.18 million dollars. 

Table 7 shows the needed investment summary for regional projects in Region 4. 

Table 7: 

Needed ITS Investment Summary for Region 4 Regional Projects 

Regional Projects 


Total 

Number of Projects 4 4 2 10 Projects 


(In $Millions) $0.53 $1.00 $0.65 $2.18 

D. Financial Summary 

CDOT Region 4 has currently identified a funding need for ITS projects at $157.97 million dollars. This 

amount is a needed investment cost that includes device costs, preliminary and construction engineering 

costs and system costs that include improvements for network and software integration. However, this 

estimate does not include operations or maintenance costs and is not indexed. Table 8 shows the overall 

summary of needed ITS investment for Region 4. 

Areas 

Table 8: Summary of Needed ITS Investment for Region 4 

Needed Investment (In Millions) 

Corridors Projects $153.99 

Transit Projects $1.8 

Regional Projects $2.18 

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Areas 

Needed Investment (In Millions) 

Total (In $Millions) $157.97 

E. Project Sequencing 

The number one priority in the region continues to be the I-25 corridor and the installation of the fiber 

optic backbone. It would enable CDOT to install additional ITS deployment and implement the real-time 

travel time application along the corridor. It would allow lateral connectivity to Fort Collins and Loveland 

since both entities have fiber with close proximity to I-25, which would enable sharing of data and video. 

It would provide connectivity to the CSP facility at Harmony Road and the POE in Fort Collins. It would 

also allow communications to Park-N-Ride facilities to support future transit applications. The fiber 

backbone is essential to provide high-speed communications infrastructure to support and expand ITS 

applications and to fully integrate those applications within the Region into an ITS network. 

Weather plays a significant role within the Region as evidenced by transportation problems identified and 

the number of weather stations proposed to be deployed. MDSS is a very successful and efficient tool 

within CDOT Region 4. CDOT ITS Branch has design plans ready for 30 weather station locations in the 

Region. The MDSS system should be expanded to additional corridors to include integration of weather 

stations as they are displayed. Furthermore, all remaining CDOT maintenance vehicles should be 

equipped with AVL/camera and in-vehicle display system to allow for real-time reporting of road 

conditions within the MDSS system. Finally, MDSS information should be made available to law 

enforcement, POE and local transportation agencies. 

Parallel to the focus on weather related improvements, the Region should begin integrating transit with 

other alternative modes and work to develop an on-line trip planning services website. This would 

incorporate transit, vanpool, bicycle, Park-n-Rides and serve to enhance and improve travel within the 

Region and interconnectivity between alternative modes and vehicle travel. 

The Region should focus on deployments that build upon existing applications or generate quicker results 

with relatively less costs and effort. The Region currently has several areas ranging from good to high 

level of ITS applications including, DMS coverage on I-25, MDSS coverage and utilization, transit 

facility and systems and fiber within the urban areas. Future ITS deployment should seek opportunities to 

leverage on the existing ITS in the Region in order to maximize the utilization of ITS applications and 

interconnectivity of ITS system and benefit from a integrated ITS network. 

CDOT is currently working with Eaglenet to install fiber along I-25 as part of the Federal Broadband 

grant program. CDOT is very confident that the fiber will be installed through this partnership. Also, ITS 

devices such as CCTV, TTI, radar and network equipment to operate the fiber and devices will be 

installed. 

RMNP and Estes Park generate more than three million visitors each year. About 40% of those visitors 

live in the Front Range. Traveler information should be provided along US-36 and US-34 to facilitate 

travel into and out of RMNP and Estes Park. Additional ITS devices should be deployed to support 

traveler information so that travelers can make decisions at critical junctions on the routes. Also, RMNP 

and Estes Park shuttle bus and Park-n-Ride information should be displayed on the COTrip website and, 

where appropriate, on DMS on the roadway and incorporated into the 511 automated phone system. 

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VIII. 

CONCLUSION 

Funding remains the foremost obstacle to implementation of ITS project in the region. CDOT Region 4 

has currently identified a funding need for ITS projects of $157.97 million dollars. This amount includes 

infrastructure devices, preliminary and construction engineering, construction and network/system cost. 

However, the estimate does not include operations or maintenance costs and it is not indexed. 

A. Regional ITS Project Funding Sources 

Funding of ITS Projects is possible through various funding sources. These sources include, but are not 

limited, to the following: 

Table 9: 

Funding Sources 

Category 

Funding Sources 

Corridor Deployment CDOT Congestion Relief Program – A state wide program 

aimed at reducing congestion 

Colorado Safe Routes to School Program (SRTS) – A 

program that improves safety for school routes 

Hazard Elimination Safety Program (HES) - A federal 

safety program that provides funds for safety 

improvements on all public roads and highways 

FASTER Legislation – Recently approved legislation 

establishing funding of surface transportation 


Federal and State Grant monies 

Coordination with local governments and private 

development along corridors 

Congestion Mitigation Air Quality (CMAQ) 

Statewide Transportation Plan (STP) 

CDOT funds (ITS and Region 4) 

Local Capital Improvement Program (CIP) & General 

funds 

Transit Deployment CMAQ 

FTA Opportunities 

o 5307 

o 5316 

o 5310 

o 5309 

Local Match 

Advertisement Dollars 

Van Pool Dollars 

Faster legislation 

Regional Deployment Same as corridor funding sources and possibly transit funding 

sources 

B. Region 4 ITS Project Funding Deficiencies 

With a total funding need in excess of $150 million dollars in conjunction with given budget constraints 

and limited revenues for the foreseeable future, it is unrealistic to expect that all ITS projects will be able 

53


to be implemented within the timeframes identified in the Plan. The following strategies are 

recommended to overcome some of the deficiencies related to funding limitations: 

 

 

Include the ITS projects as part of any planning, design, and construction projects along corridors 

to maximize implementation and leverage the construction project funding - As corridor projects 

are being developed, there is an opportunity to implement ITS projects and realize cost saving 

synergies. For example, the inclusion of an ITS project within a corridor overlay project can result 

in potential cost savings of 15 to 50 percent. This is due to the typical overlay project requirements 

of lane closures, alternative routings, traffic control, and construction and project engineering cost 

requirements that often must be duplicated in many stand alone ITS projects. 

Look for synergies with other agencies or projects that allow for cost sharing opportunities - This 

would include projects with other departments within the agency or other agencies. For example, 

working with Police, Streets, Parks, Water, etc. divisions to determine needs for communications, 

video, weather information and other would allow for cost sharing opportunities regarding ITS 

investment. Also, other departments or agencies may assist with maintenance and operational 

functions. 

Sharing costs with private partners where development requires corridor improvements - 

Typically, private partners would include developers, telecommunications companies, cable 

companies and media. Improvements can possibly be included in exchange for access to right-ofway, 

waiving of permit fees on other partnering arrangements. 

 

 

Evaluating and touting the benefits of existing ITS applications to garner further ITS support - It 

is important to capture and demonstrate tangible and intangible benefits of ITS. The tangible benefits 

could include before/after studies and surveys. The intangible benefits could include anecdotal or 

specific case studies. It is also important to have non-transportation stakeholders tout the benefits of 

ITS. 

Selectively choosing ITS project deployments to ensure high benefit/cost ratios and/or build on 

existing deployment – This would include deployment of projects that have had a high success rate 

in other CDOT Regions or elsewhere. Additionally, it is important to build upon existing ITS 

deployments and applications that are successful. 

C. Champion for ITS within the Region 

Within the Region two champions for ITS are identified. 

1. The CDOT Region 4 Traffic Operations Engineer has been identified as the champion for ITS. The 

anticipated role of the ITS Champion would include the following: 

 

 

 

 

 

Provide leadership and vision for ITS within the Region 

Build strong relationships with other stakeholders including Law Enforcement agencies, POE, 

Towns and Cities. 

Establish an ITS working group committee and conduct committee meetings every six months to 

review plan status, priority and ITS Implementation. 

Ensure that ITS is systematically deployed in the Region in accordance with vision, priority and 

implementation identified in CDOT R4 ITS Plan. 

Promote successful ITS deployments with policy makers and management staff. 

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2. NFR MPOs TDM Planner has been identified as the champion for ITS for Transit, Van pools, Car 

pools and bicycle modes of travel. 

 

 

 

Co-ordinate and work closely with ITS champion for the Region. 

Establish an ad-hoc committee and conduct meetings every three months. 

Promote integration of alternative modes of travel and development of online trip planning 

services. 

D. Next Steps 

This Region 4 ITS Strategic Implementation Plan is a consolidation of all planned/desired ITS projects 

for CDOT Region 4. The objective of this plan is to provide a single resource that Region 4 stakeholders 

can utilize to effectively manage the implementation of the ITS Program in Region 4. This plan should 

be referenced not only during the planning, programming, design, and construction of ITS projects, but 

also during the planning stages of non-ITS related projects to leverage design and construction resources 

where possible. 

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CDOT Region 4 Intelligent Transportation Systems Strategic ...

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