Because our customers don’t care about volume to “capacity” ratios, instead they want to know:

CMS / CMAQ project effectiveness Used for MPO travel model validation since 1990’s to better model congestion & Level of Service Statewide, developed for “speed table” by type of road – both average and running speeds (to start up some “junction-based” model networks in Ohio)

“high sample size” floating car (arterials in Parkersburg/Marietta and freeways in Cleveland) Can use to measure variability in travel time as well as more confident average, and how the variability changes as function of distance/# segments (i.e. from link-level to travel-path level

“Archive” data from vehicle fleets & cell probes Extensive road network coverage, could replace or reduce/redeploy need for “floating car” surveys

About 33,000 directional miles of TMC roadway statewide (including five miles into adjacent states)

Differences exists in how these are measured (spot vs space mean speeds) Statewide, average speeds higher on the ATR’s (about 7%) Check for vehicle class based on WIM station locations on I-70 (Licking county) and I- 77 (Noble county).

Differences exist in route segmentation Very small sample sizes in the floating car surveys Overall, in close agreement statewide on average speeds including by time of day

Far higher sample sizes, more versatility on hour of day / day of week / season of year Good for overall speed validation of model on average values, not necessarily for variability/reliability Depending on level of access, might not have ability to see the impact of distance on reliability / journey time “Buffer index” measures found to measure system-level, not user-level reliability

Volume offset by driver and vehicle characteristics Signal timing, parking management