Rahul Rajbhara, PE, PTOE, RSP1

Traffic micro-simulation is an effective engineering method to assess the feasibility of multi-million dollar transportation projects before implementation. In the case of ramp location analysis, it's important to first examine the no-build condition to identify existing deficiencies that may require a new ramp location. Through the use of simulation, engineers and planners can then compare the build vs. no-build models to assess the net positive or negative impact of the ramp location. An iterative process is required to arrive at the final decision.

This topic reminds me of my Master's thesis, which focused on demand-responsive traffic signal control for non-recurring traffic (NCT). NCT refers to special event traffic such as games, conferences, and other such events that cannot be handled by a typical time-of-day plan. I devised a formula to calculate the maximum green time based on approach queues estimated from probe vehicles (connected vehicle data). While testing the algorithm in VISSIM, I realized that prioritizing delay for the high-volume/ discharge movement meant increased emissions for the other movements. Although the algorithm showed promise in reducing delays and queues for major street movements, the emission results were counterintuitive.

In today's world, where human interaction is becoming increasingly scarce and online communication is gaining popularity, chatbots can serve as an effective tool for engaging the public. Online surveys have become more prevalent in gathering public feedback on infrastructure and transportation issues due to their ease of accessibility. Moreover, chatbots have the added benefit of communicating in multiple languages, ensuring inclusivity in the decision-making process, and thereby promoting fairness and equity.

Just like anything, there are pros and cons with reversible lanes. In my humble opinion, it generally offers a huge benefit when traffic patterns are contradictory during the morning and evening peak hours. Fall Creek Pkwy in Indianapolis, Indiana (USA) is a good example of this. I’ll go one step further and say that variable lane use by TOD is the future. Ohio has implemented this at a diamond interchange where eg., EBLT demand is high during AM requiring 2 EBL while EB Thru requires the third lane during PM peak. This flex lane has smart marking and signal indications to optimize the use of available ROW.