CAR SMOOTH Final Report

1

Smart Mobile Operation: OSU Transportation Hub (SMOOTH)

Analysis of Proposed Routes

2 Smart Mobile Operation: OSU Transportation Hub

Ümit ÖzgünerDirector

Marilyn RobertsProgram Manager

Arda KurtSenior Research Associate

Jennifer Evans-CowleyVice Provost for Capital Planning and Regional Campuses, Office of Academic Affairs

Jessica MossBusiness Development Strategist

Thomas HolmanAssistant Director, Campus Area Bus Service (CABS)

Susan Boiarski-Markle Assistant Director of Customer Care and Auxillary Services, Transportation & Traffic Management

Prepared for: Special thanks to: Prepared by:The following report was completed at The Ohio State University within the Knowlton School of Architecture by the 6950 Transportation Studio under the supervision and guidance of Jason Sudy. Masters of City and Regional Planning students included:

Jason Sudy, InstructorMichael Blau, Teaching AssistantTing FengTyler PonderJoe RyanJoshua VidmarJacob WolfArij Yousef

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Table of Contents

Introduction.............................................................................1

Technology Overview.............................................................2

Planning Context.....................................................................4

Methodology.............................................................................6

West Campus Route.................................................................9

Central Campus Route............................................................15

Downtown Route.....................................................................27

Conclusion................................................................................34

Appendix...................................................................................35


1

Introduction

The Center for Automotive Research (CAR) at The Ohio State University (OSU), and Veeo Systems, Inc are collaborating to establish a network of fully autonomous shuttles to serve the OSU campus. The shuttles will be equipped with Vehicle to Vehicle (V2V) communication and Collision Avoidance technology, enabling them to function on highly congested campus roads.

This operation would serve as a first- and last-mile solution to ferry passengers from existing transit network hubs to final destinations. In addition, it could also serve as an additional platform for campus tours and special events, and supplement the on-campus paratransit service. As OSU moves towards a more multi-modal, interconnected transportation network, the SMOOTH system will be an integral component to providing efficient and convenient transit alternatives to the community.

This report presents an analysis of the proposed shuttle routes, surveying existing conditions such as infrastructure, terrain, intensity of use, and aesthetics. Each route was divided into segments, which in turn received a battery of scores based on these factors. It also describes potential implications for the

SMOOTH system, such as interface with other transit services, expected user-demand, and infrastructure changes needed. The report reviews three routes, two of which were proposed by CAR: a Central Campus Route (CCR) and a West Campus Route (WCR), as well as a Downtown Route (DR) that could be implemented at a later date. Where conditions were found to be unsuitable for shuttle operations, alternative routes were proposed.

The SMOOTH system will be debuted in phases, with the WCR in Phase One, the CCR in Phase Two, and the DR at a later date. The WCR scored 70.04 % based on the rankings and methodology described herein. As the initial demonstration route, it lacks the congestion that may hinder operations in Phase Two; however, road conditions and conflicts with other transit services were found to be a problem. An alternative route is proposed that significantly increased its score, maintains the original start and end points, and would likely augment the route’s safety, convenience, and potential for expansion.

The CCR scored roughly the same: 70.94 %. Although it ranked highly on aesthetics and potential demand, problems of congestion and infrastructure lowered the route’s overall

suitability. Several alternatives are proposed for this route as well, which incorporate elements of OSU’s Comprehensive Transportation and Parking Plan.

The Downtown Route scored 74.25 %. It would function as a tourism route, serving destinations such as the Center for Science and Industry (COSI), the Statehouse, hotels, and restaurants.


VEHICLE SPECS

Technology Overview

3

LENGTH: 11.7’

HEI

GHT:

8.0

4’

WIDTH: 6.6’

ENERGY ELECTRIC VEHICLEDIRECTION 4 WHEEL DRIVETENSION ELECTRIC SYSTEM

48 V DC

PARKING BRAKES ELECTRO MECHANICAL

CHASSIS TUBULAR / STEEL / ANTICORROSION PROTECTION

BODY COMPOSITE - RESIN POLYESTER RESIN REINFORCED WITH FIBERGLASS

TIRES 185 / 65 R15WHEEL RIMS 15 inch alloyMAX SLOPE 16%UNLADEN MASS 1100 KGWHEELBASE 7.9’WHEEL SPACE 1512 MMCLEARANCE 181 MMVEHICLE FLOOR HEIGHT

265 MM

NAVIA SPECS

Veeo Navia is a 10-passenger open-air shuttle. Its top speed is 25mph, but it is limited to 12.5 mph in the configuration shown above. The Navia operates in either fixed route or on-demand service. Range is between 60-150 miles per charge depending on which battery set is chosen.

All Veeo busses and shuttles are remotely supervised providing emergency alerts related to the vehicle and the operational environment. The remote supervision system provides diagnostic alerts, limited remote control and real-time access to vehicle sensor and energy management system data. It uses cellular and/or wifi to communicate.

Source: Veeo Systems, Inc.


The Ohio State University Campus Transportation Plan was taken into account when considering a feasible main campus route for the SMOOTH system. Fitting a route into plans the University has already made will increase the probability of successful implementation. Six critical components of the plan, affecting all modes of transportation throughout the campus, are highlighted below.

4-5

figure 19: BUS laY-BYS For caMPUS area BUS SYSTeM

bus shelter

Planning Context

11-2

figure 59: caMPUS core circUlaTor

the Ctpp identifies a number of additional infrastructure strate-

gies to support the transportation recommendations. the Core

Campus Circulator may be implemented in stages to accom-

modate existing user needs prior to completion of new roadway

connections or transit facilities. the initial route for the Campus

Core Circulator requires construction of the 17th avenue connec-

tion between tuttle park place and Cannon Drive. this connection

would not only serve to support the initial Campus Core Circulator

route, but it will also provide another route for vehicular traffic

to exit the tuttle and northwest Garages, offering a more direct

connection to state route 315 south.

additionally, the university can pursue several access, signage,

and wayfinding improvements in the near term. traffic manage-

ment on Woodruff avenue, 19th avenue, 18th avenue, and

17th avenue may be implemented primarily with signage and

outreach to inform the campus community. adoption of the

Ctpp recom¬mendations for access to the athletics District

during athletics events is primarily dependent on coordination

between the Department of transportation & traffic management

Department and the Department of public safety to implement

the appropriate outreach, signage, and manage¬ment activities to

more efficiently direct traffic to parking facilities.

several projects addressed in the Ctpp are antici¬pated to be

completed by the university or City using funding from previously

approved projects or outside sources. these projects include

the Cannon Drive relocation project, a 17th avenue connection

to high street, and construction of a traffic signal at the Lane

avenue/Carmack road intersection by the City of Columbus. the

university will need to pursue further coordination with the City of

Columbus to establish a two-way traffic pattern on 11th avenue

or purchase the street from the City.

Woodruff ave.

11th avenue

college road

note: Multiple bus stops occur along the routes

oLentanGy river roaD

hiGh street

Lane avenue

17th avenue

12th avenue

Cann

on D

rive

TranSiT cenTer

6-12

figure 46: neil aVenUe - SoUTH oF WooDrUFF - aFTer

Transit Station - 17th Avenue

Ohio State is planning on constructing a transit center station on 17th Avenue across from the Recreation and Physical Activity Center (RPAC). The station will accommodate lay-bys for COTA and CABS buses. Any potential automated vehicle route should consider utilizing this hub as it will become useful to many commuters. The potential resulting increase in traffic in this area should also be considered.

CABS Campus Circulator

The planned CABS Campus Circulator route is a two-way service that will primary focus on central campus. This is beneficial to an automated vehicle system in that it helps to slow car traffic, thereby allowing the vehicle to move more efficiently and safely. This route can also be used as a template for an automated vehicle circulator.

Neil Avenue-Woody Hayes Connection

Another key element of the Campus Transportation Plan is the extension of Neil Avenue to Woody Hayes Avenue. This section will only be accessible by buses and bicycles. Including this new road section in an automated vehicle route has the potential to improve traffic circulation within campus. Additionally, by prohibiting car traffic, a more favorable environment for the SMOOTH system implementation is created.

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6-6figure 40: ManageD STreeTSOSU COMPREHENSIVE TRANSPORTATION AND PARKING PLAN

NORTH0’ 300’ 600’ROAD MODIFICATIONS

WOODRUFF AVE.

10TH AVENUE

11TH AVENUE

CO

LL

EG

E R

OA

D

Note: Multiple bus stops occur along the routes

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KE

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HIG

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LANE AVENUE

WOODY HAYES DRIVE

17TH AVENUE

12TH AVENUE

10TH AVENUE

9TH AVENUE

CA

NN

ON

DR

IVE

CA

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ON

DR

IVE

TRANSIT CENTER

ACCESS CONTROL

POTENTIALACCESS CONTROL

8-2figure 58: PeDeSTrian Plan

OSU COMPREHENSIVE TRANSPORTATON AND PARKING PLAN NORTH0’ 600’ 1200’

PEDESTRIAN PLAN

P

PP

P

PP

P

P

S

S

S

P

Pedestrian Plan

Existing Shared Use Path

Planned Shared Use Path

Planned Sidewalks

Manage Vehicle Access

Median Barrier

Pedestrian Signal Phasing Upgrade Lead Phase or Ped Scramble

Install Pedestrian Signal

Enhanced Crossing -Pedestrian Signal

P

S

7-6figure 57: recreaTion looPOSU COMPREHENSIVE TRANSPORTATION AND PARKING PLAN NORTH0’ 600’ 1200’

RECREATION LOOP

Bicycle Recreation Loop

Existing Sharrow

Existing Shared Use Path

Proposed Sharrow

Proposed Bike Lane

Managed Street

Bus/Bike Lane

Proposed Shared Use Path

Consolidated and Enhanced Bicycle Storage

Preferred Bicycle Station Location

Potential Bikestation Location

Recreation Loop

New Olentangy Trail Connection

This section of the Plan is instrumental in determining crosswalk locations and other related areas that could prove to be troublesome for automated vehicles in regards to high volume pedestrian interactions.

Plans for restricting traditional vehicle access on 17th Avenue, 18th Avenue, 19th Avenue, and Woody Hayes are intended to make those road sections more pedestrian friendly. Any implementation of a SMOOTH system that would utilize these streets must carefully consider the impact on pedestrians so that it does not detract from the pedestrian experience.

The University has also determined to continue prioritizing biking on and around campus. This mode of transit has the potential to work in concert with the automated vehicle system in order to create more favorable conditions for all modes.

Restricted Vehicle Access Bicycle Master PlanPedestrian Plan


Methodology

In order to better understand the quality of the route, a quantitative rating system was developed. Each Section of the route was ranked based on four distinct categories: Infrastructure, Intensity of Use, Value of Road, and Cooperation with Other Modes of Transit. Each of these categories was further subdivided into smaller pieces, for which a numerical rating was given based on both qualitative and quantitative observations. The diagram on the following page illustrates these relationships and ratings.

Each category was not weighted equally, however; some aspects were more important than others. For example, Infrastructure is absolutely crucial to basic shuttle operations, whereas Value of the Road is a secondary consideration that would not affect the route’s fundamental usability. In accordance with these and other levels of importance, Infrastructure was given 40% weight, Intensity of Use was given 25%, Value of Road was given 10% and the remaining 25% was allocated to Cooperation with Other Modes of Transit. Thus, a Section having good Infrastructure but poor Road Value is likely to receive a better overall rating than a Section that has poor Infrastructure but good Road Value.

The highest possible score for any Section was 1795 points. This rating would signal ideal conditions for infrastructure; low current usage but high potential future demand for intensity of use; the best views and locations in terms of aesthetics; and cooperation with other modes of transit that enhances usability and links with other services in an ideal way. The highest observed rating for any segment was 1570, or 87.47% of the highest possible total. Because no segment received a perfect score, there is room for improvement along each route.

Finally, a scale was developed to differentiate between segments of the route based on their percentage rating. Any segment that scored above 75% was given a “Green” rating, any segment that scored below 60% was given a “Red” rating and any score in between was rated “Yellow”. Only two segments scored Red, indicating major changes were necessary. Accordingly, alternative routes were investigated and ranked for comparison.

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Methodology Diagram


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Proposed West Campus Route


Proposed West Campus Route

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West Campus Route Rating


West Campus Route

As the initial demo route, the West Campus Route (WCR) has benefits and drawbacks. The route is divided into three segments: Carmack Road (A), the bike path (B), and the access road that leads to CAR West (C). The bike path provides ideal conditions for shuttle operation, the access road is suitable but needs improvements, and the segment on Carmack Road has major problems. Each segment is described in detail below.

Existing ConditionsBeginning at Kenny Road and heading west on Carmack Road, there are five lanes at the intersection but this narrows to two lanes past the Mount Hall parking lot entrance. The road is narrow and slightly inclined with a speed limit of 35 mph.The road provides access to athletic fields, academic buildings, parking lots, and an athletic center before turning northwards. Two CABS lines, the North Express and the Campus Loop North, utilize Carmack Road. Where Carmack Road turns north, the proposed shuttle route continues onto the bike path. The path is paved, about ten feet wide, and slightly inclined heading west. It connects West Campus to North Star Road and is lightly used. The access road, which connects to the back of the CAR West parking lot, is flat and narrow with a dirt and packed gravel surface and a number of potholes.

Conflict Points • Heavy vehicular traffic • Frequent CABS service • Vehicular traffic near parking lot • Dirt/gravel road

Section A: Carmack Road at Kenny Road, looking west.

Section B: Bike path, looking west.

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Section C: Access road, approaching CAR West.

West Campus Route - Cont’d

Changes NeededCarmack Road is strongly discouraged for use as a route segment without major changes, including expanded road width and lowered speed limit. Because this would eliminate the two remaining segments, an alternative has been provided for consideration. Rather than terminating the route at Kenny and Carmack Roads, the Mount Hall parking lot provides a sheltered, convenient turnaround for the shuttle and is within easy walking distance of the #84 bus stop. Heading west from the Mount Hall turnaround, the shuttle would take the first left into the Carmack parking lot and proceed south and then west around the lot, continuing onto the access road that leads to 1314 Kinnear Road. From this point, it is a very short distance on Kinnear Road to CAR West. CABS buses circulate counterclockwise around the Carmack lot, travelling one-way south and east, so the shuttle would only conflict with CABS service heading towards Kenny Road. In addition, this route would pass by the location of a planned bikeshare station near the Carmack lot, increasing connectivity. Speeds along this route are slower than on Carmack Road. Should the WCR eventually serve other destinations beyond CAR West, the Carmack lot alternative route would provide convenient access to a number of buildings. As a third option, the shuttle could loop around the Carmack lot and eventually return to the bike path trail head, allowing for the use of the original route’s two suitable segments. This alternative is more circuitous than the second option but could be considered if utilizing the bike path and access road is a top priority. Mount Hall parking lot, proposed shuttle

turnaround.Carmack lot loop, proposed alternative route.


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Proposed Central Campus Route


Proposed Central Campus Route

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Central Campus Route Rating


Stretching from the southernmost point of Tuttle Garage to the RPAC, this length of the route is without serious fault. It offers a close-up view of Ohio Stadium and it will directly service the transportation hub proposed in the University’s Comprehensive Transportation and Parking Plan at Tuttle Park Place and 17th Avenue.

Section A- Tuttle Park

Section A is wide and only moderately travelled, but it possesses little aesthetic value besides Ohio Stadium.

Section A, at the intersection of Tuttle Park Place and 17th Avenue. This intersection could serve as a turnaround location and transfer point to CABS and COTA buses.

Conflict Points • Vehicular traffic near parking lot• Frequent CABS service• Un-signaled crosswalks

Existing ConditionsThis section runs from the stairway next to Tuttle Garage to the RPAC plaza and is characterized by its wide view of the Ohio Stadium. Aside from the stadium the view is lackluster, displaying a massive parking lot as well as the service entrances to several buildings. The street itself is in good condition, is relatively flat, and typically sees its heaviest traffic during the morning and evening rush hours. In addition, a steady stream of cars occupies the road in the afternoon as classes begin to let out. The sidewalks are used mostly by pedestrians, with a limited number of crosswalks available.

Central Campus Route

The next phase, the Central Campus Route (CCR), also has many benefits and drawbacks. The route is divided into six Sections, A-F, and subsegments, 1-6, depending on the use and length of each Section. While generally functional, some Sections and individual segments of the route rate higher than others. Each Section is described in detail below.

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Section B- W. 17th Avenue

Beginning at the RPAC and ending at Neil Avenue, this part of the route encounters a slow but steady increase in elevation heading east. Section B has potential for scalability and cooperation between modes, contingent upon slow speeds, traffic control, and minimal congestion.

Existing ConditionsSection B functions between the RPAC Plaza and Neil Avenue. It most notably has a large hill that is heavily used by buses, pedestrians, cars, and bicycles on both the street and sidewalks. It should be noted that the north sidewalk is currently fenced off for construction purposes. The lack of connectivity via crosswalks before the construction zone causes a moderate amount of congestion with bicycles and pedestrians crossing from one side of the street to the other.

Conflict Points

• Heavy pedestrian traffic • Frequent CABS service • Un-signaled crosswalks

Section B, which could double as part of a reroute of Section F, is wide with a steady downward slope toward

the RPAC and Ohio Stadium.

Providing access to the RPAC, this part of the route has potential for on-demand service in the future.


Section C- Neil Avenue Place

This Section traverses a limited access road west of Thompson Library, connecting 17th Avenue and 12th Avenue. It would provide a more direct transit connection between north campus and the Wexner Medical Center than does currently exist.

Existing ConditionsThis Section of the route runs along Neil Avenue and passes west of Thompson Library. It is mostly flat with brick pavers and offers an excellent view of the library, several academic buildings, and Mirror Lake. The speed limit is low and vehicular congestion is practically a non-issue, as only state vehicles can gain access directly behind the library. However, there is a heavy pedestrian flow at the library’s main west entrance, which could be problematic. The roadway itself is in very good condition.

Conflict Points • Heavy pedestrian traffic near library • Lowered gates • Un-signaled crosswalks

Section C utilizes the limited access roadway west of Thompson Library. This provides access to the library

and Oval, while reducing conflicts with car traffic.

The limited access roadway behind Thompson Library eliminates many potential conflict points.

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Section D- 12th Avenue

Student housing lines the road for much of this section, eventually opening up to the South Oval as it nears College Road. Both COTA and CABS buses use this road and pedestrian traffic is high at times.

Existing ConditionsSection D consists of a segment of 12th Avenue in between Neil Avenue and College Road. The road saw recent improvements with the renovation of the south campus dormitories and the south oval. With one wide lane in each direction and a 15 mph speed limit, the road is conducive to driverless shuttle operations. Moderate congestion and signed crosswalks also ensure slow speeds. Section D is considered a model Section for implementation.

Conflict Points

• Heavy pedestrian traffic • Frequent CABS and COTA service • Un-signaled crosswalks

Section D, 12th Avenue, features quality road conditions and high aesthetic value. However, it offers limited connectivity with other transportation modes.

Approaching the South Oval from the west along 12th Avenue.


Section E- College Road

The longest and most scenic portion of the route, this Section spans from 12th Avenue to 19th Avenue. It passes the Ohio Union, The Oval and the Wexner Center for the Arts all the while providing direct access to academic buildings and parking garages. It is heavily used by all modes, potentially posing conflict points for shuttle operations.

Existing ConditionsInitially turning north and passing the Union, Section E features an expansive view of the Oval looking toward Thompson Library. The street is in good condition and is mostly flat, except for a small slope between the entrance to the Ohio Union garage and the front of Hagerty Hall.

Cars, buses, and bicycles use College Road heavily during all hours when classes are in session. Traffic is heaviest during the morning and evening rush hours but is still significant at midday. The street is two-way with bicycle “sharrows” along the entire length of this segment. Both CABS and COTA buses use College Road, as well as many private vehicles. There are frequent crosswalks, with those in the southern portion of this segment—near Hagerty Hall and the Ohio Union—used most heavily. Because the area is highly congested, this Section provides an ideal opportunity to expose much of the campus population to the shuttle system and driverless technology.

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Conflict Points

• Moderate vehicular traffic • Moderate bicycle usage • Frequent CABS and COTA service • Un-signaled crosswalks • Signaled crosswalks

Section E provides access to the Ohio Union and other points of interests.

The longest section of the route has strong connectivity with other transportation modes, but it also includes

several significant conflict points.

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Section F- 19th Avenue

This northern segment completes the route by connecting College Road to Tuttle Park Place. This one-way street provides access to academic buildings and Car2Go Park Spots. Once the proposed route exits the roadway onto the sidewalk, this Section poses some significant obstacles, for which alternatvies are provided.

Existing ConditionsThe existing roadway conditions on 19th Avenue are satisfactory, with some minor wearing of paint and cracking. The slope is gentle, the speed limit is reasonable and obstructions are minor. This road does pass many dumpsters and loading docks that serve adjacent buildings and does not score highly on aesthetic value. The route does leave the roadway, however, encountering heavy pedestrian interaction and eventually a staircase.

Conflict Points

• Unsuitable infrastructure• Heavy vehicular traffic• Heavy pedestrian traffic• Moderate bicycle usage• Signaled crosswalks• Un-signaled crosswalks• Frequent CABS and COTA service

Changes NeededChanges to this route can be broken into those that are essential and those that are ideal. Ideal changes include repaving most sidewalks and restriping the lines on the roadway. Further, better landscaping and the removal or replacement of dumpsters would improve the aesthetics. Finally, wider curb cuts would allow shuttles to move more easily from roadway to sidewalk. Essential changes are those that must be undertaken in order for the route to remain functional.

Alternative I- Maintenance RerouteIn Section F, rather than travelling to the Maintenance Building and turning right down the stairs, the vehicle might alternatively turn left, travelling past a row of parked cars before turning right and meeting up with Tuttle Park Place further south. Although not as scenic as other sections, this detour allows the section to remain functional.

These stairs in Section F, which connect the Maintenance Building and Tuttle Park Place,

necessitate at least a partial reroute.

Despite a lack of aesthetic value, Alternative I allows Section F to remain fully functional.


Section F- 19th Avenue - Cont’d

Alternative II- Woodruff AvenueRather than turn onto 19th Avenue, Section E could continue one street further, turning left onto Woodruff Avenue. This street is frequently used, offering opportunities to coordinate with other modes of transit, but also presenting possible conflict points, especially with buses. This alternative would integrate well with proposals in the Comprehensive Transportation and Parking Plan but could lessen the benefits of on-demand service due to congestion. This alternative would continue west on Woodruff Avenue until reaching Tuttle Park Place, where it would turn left at the light and continue on as currently suggested. The traffic light and heavy pedestrian use of crosswalks would make shuttle operations more visible but also slower.

Alternative III- Neil AvenueIn Section F, instead of leaving the roadway at the bend, the route would continue south onto Neil, connecting with Section B at the corner of Neil Avenue and 17th Avenue. This would not deem Section B irrelevant, however; the vehicle would then travel west towards the RPAC, turning around near the Plaza and then continuing back up the route as defined by Section B. This alternative is worthy of consideration as it remains entirely on the roadway and therefore out of normal pedestrian movement. It is also somewhat more scenic than the section of F that it would replace. Again, this alternative is more consistent with the Transportation Plan, providing direct access to the proposed transit hub near the RPAC.

Future Alternative- Neil ExtensionIn Section F, rather than going onto the sidewalk and continuing west until reaching the Maintenance Building, the vehicle might alternatively turn right onto what is currently a sidewalk connecting Neal Avenue and West Woodruff Avenue. The future transportation plan currently has this segment slated to become open to bus and pedestrian traffic. Allowing these vehicles to travel the route might demonstrate its feasibility and condition pedestrians for that type of traffic.

Alternative II provides strong connections and visibility. However, all modes of transportation use this corridor heavily, which would create numerous conflict points.

Alternative III allows the vehicle to remain on the road, avoiding conflicts with pedestrians.

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This rendering shows a future alternative route for Section F. As outlined in the Comprehensive Transportation and Parking Plan, the University proposes to extend Neil Avenue through to Woodruff Avenue and designate Neil as a transit and bicycle-only corridor. This would

increase connectivity for future shuttle operations.


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Proposed Downtown Route



COSI

Statehouse

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Downtown Route Rating

COSI

Statehouse



After implementation on OSU’s campus, the next step for automated vehicles will be creating a presence on the streets of Downtown Columbus. Moving the technology to the downtown core adds immense complexity to route planning. Because of this, planning downtown operations for the SMOOTH system in this study remain at a macro level. It is meant to begin the conversation of automated vehicles in the city, allowing the technology to be introduced to a wider audience.

When determining the location of a downtown route, the importance of partnering with a strong organization that would be enthusiastic in participating was paramount. One option that brings two organizations of science together is a partnership with COSI. COSI has a presence downtown not only in terms of facilities but also as a well known organization that actively educates the public about scientific innovations. COSI could serve as the center of operations for the vehicles and routes could originate from its building. With views of the new riverfront and the city skyline, a route encompassing the river and COSI facilities makes this partnership a fantastic option for a downtown SMOOTH system.

Two assumptions were made that shape the planning of a downtown route. First, implementation would be more successful during off peak hours between 10 am and 3 pm. Operation during this time increases the probability of success because of the

drastic decrease in car traffic during this time compared to peak hours. Second, the automated vehicle route would primarily be used for tourism in Phase I and for tourism and first- and last-mile transportation in Phase II. Following these assumptions, the SMOOTH system would only stop once at the beginning/end destination at COSI, but could be modified for on-demand use.

The bridge across Broad Street is very wide and has speeds higher than what is currently recommended for

the vehicles.

Civic Center Drive is two-way with minimal traffic, both pedestrian and vehicular, making it a viable test candidate for a downtown route.

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PhasingWe envision the downtown route being implemented in two phases. The Phase I route begins along both sides of the river as a “U” shaped corridor. This route is suitable for first phase development due to favorable road width, speed limit and quality scenery. The route starts along the front of the COSI building on Washington Avenue. The vehicle will then proceed southwest crossing the Rich Street Bridge and then turning north up through Civic Center Drive to the Broad Street intersection. At this point, the vehicle will turn around and repeat the same route back to the starting point.

Phase II expands on the Phase I route by including High Street and Broad Street. The vehicle will proceed southwest on Washington and cross the Rich Street Bridge. Unlike Phase I, in Phase II the automated vehicle travels east on Rich Street to the High Street intersection. Turning left onto High Street, the vehicle will pass Columbus Commons and the Statehouse. Another left onto Broad Street will take the vehicle west to Washington Avenue, completing the route in front of COSI.

By including a section of High Street on the route, passengers can travel by the Statehouse and see downtown’s main intersection at High and Broad. High Street is the main thoroughfare through downtown, but in off-peak hours the automated vehicle would be able to maneuver safely.

Existing ConditionsBroad Street After its three-block jaunt down High Street in the bus and taxi lane, the route would move over to Broad Street for one block. This is for the sole purpose of getting the route onto Civic Center Drive. The area is currently experiencing some minor construction on the north side of the street near LeVeque Tower as the building undergoes internal reconstruction.

Civic Center Drive Just off of Broad is Civic Center Drive. This is one of the main focus areas of the tour route, boasting an excellent view of the redesigned riverfront, COSI, and the Ohio Supreme Court building. This particular stretch does not have much traffic, either vehicular or pedestrian, except between noon and 1PM during the lunch rush. This segment would then cross back over onto the Rich Street Bridge before parking in front of COSI.

High StreetThe section of High Street utilized by the SMOOTH system provides views of both the Columbus Commons and the Statehouse. Including a section of High Street on the route allows for increased exposure of the technology and enhances the aspect of tourism. For these reasons, it is important that High Street be included in the SMOOTH system despite it receiving a lower rating. The high speed limit is somewhat offset by the multiple modes of transportation shared on the road including bicycles and buses.

Rich StreetMuch like Civic Center Drive, Rich Street rates highly due to preferred road width, lower speed limit, and aspects of tourism. Additionally, this road is seldom traveled during the hours the SMOOTH system is operating.

Proposed Downtown Route - Cont’d


Proposed Downtown Route - Cont’d

Conflict Points

Broad Street • Heavy vehicular traffic • Moderate COTA service • Moderate foot traffic • Signaled crosswalks • Higher than recommended speeds

High Street • Heavy vehicular traffic • Heavy COTA presence • Signaled crosswalks • Higher than recommended speeds

Civic Center Drive • Light to moderate pedestrian traffic • Light vehicular traffic

Rich Street • Light to moderate vehicular traffic

Changes NeededInclude signage along Broad Street and High Street warning drivers of the potential driverless vehicles that would be introduced along the route. Roadways can be improved by painting to specifically indicate a lane for the vehicle.

This is where the downtown route would begin, behind the Center of Science and Industry.

A full lineup of buses at the High Street and Broad Street stop.

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Conclusion

Compared to other transit options available on campus, the SMOOTH shuttle system would initially have a negligible effect on the transportation system as a whole. For example, over 2.2 million people used CABS during autumn 2014 and certain COTA stops on campus see average daily usage of over 500 riders. These numbers may lead skeptics to ask why the University should invest in driverless shuttles when their ridership will be significantly lower than existing services. Judging the SMOOTH system’s potential against that of mass transit services is an unfair comparison.

This project intends to fill the gap in first- and last-mile service between existing transit services and final destinations; its ridership will be inherently lower. In addition, the project’s initial phases serve primarily as a test run to determine whether a more comprehensive and robust shuttle system is viable. Finally, the project serves an educational purpose: in terms of public awareness, endeavors such as these are ideal for educating the public about the functions and benefits of driverless technology. The shuttles will demonstrate their competence in difficult traffic environments dominated by cyclists and pedestrians, who would hopefully feel much safer encountering one of these vehicles than they would a full-sized, full-speed driverless vehicle on a public road.

Despite the obstacles that this report has identified, we believe that with careful planning and forethought the SMOOTH shuttle system can be successful. Infrastructure conflicts with existing transit services and other modes may pose the most significant dilemmas. Coordination with other campus transportation services would overcome some of these problems, as well as awareness of upcoming changes to campus transportation infrastructure and policies, as described in the University’s Comprehensive Transportation and Parking Plan. Contingent upon the initial phase’s success, this novel form of alternative transit has the potential to quickly become an integral component of a future campus transportation network.

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Appendix


Road Sidewalk Condition Speed Limit Obstructions Slope/Grade Curbs Sidewalk RoadPotential Demand

A Carmack Kenny to Mt Hall driveway (north side) 3 2 3 1 3 3 3 5 2 2Mt Hall driveway to parking lot entrance (south side) 2 2 3 1 5 3 3 5 3 1Parking lot entrance to pedestrian overpass 2 2 3 1 3 3 3 5 3 1Pedestrian overpass to intersection 2 1 3 1 2 3 3 5 3 1

ALT Alternate Route: Carmack Lot to Kinnear Rd 3 - 3 3 5 5 5 3 4 2B Bike path

Trail head to first curve 5 5 3 3 3 3 5 5 5 1First curve to second curve (straightaway) 5 5 4 3 5 4 5 5 5 1Second curve to access road 5 5 4 3 5 4 5 5 5 1

C Access RoadBike path to first driveway 2 2 2 3 3 5 5 5 5 0Driveway to parking lot 2 2 2 3 3 5 5 5 5 0

Infrastructure

Segment of Route

Intensity of Use

Appendix A: West Campus Ratings

37

Max %Aesthetic

ValuePoints of Interest CABS COTA Bike Share Car2Go

Conflict Points 1795 100%

3 4 1 3 2 2 1 1035 57.66%3 4 1 3 3 3 1 1125 62.67%3 4 1 3 3 3 1 1045 58.22%3 4 1 3 3 2 1 980 54.60%3 4 3 3 3 3 3 1555 86.63%

3 3 3 3 2 2 3 1415 78.83%3 3 3 3 2 2 3 1575 87.74%3 3 3 3 2 2 3 1575 87.74%

1 1 3 3 2 2 3 1270 70.75%1 1 3 3 3 2 3 1295 72.14%

ScoringCooperation w/ Other ModesValue of Road


Max %Aesthetic

ValuePoints of Interest CABS COTA Bike Share Car2Go

Conflict Points 1795 100%

3 4 1 3 2 2 1 1035 57.66%3 4 1 3 3 3 1 1125 62.67%3 4 1 3 3 3 1 1045 58.22%3 4 1 3 3 2 1 980 54.60%3 4 3 3 3 3 3 1555 86.63%

3 3 3 3 2 2 3 1415 78.83%3 3 3 3 2 2 3 1575 87.74%3 3 3 3 2 2 3 1575 87.74%

1 1 3 3 2 2 3 1270 70.75%1 1 3 3 3 2 3 1295 72.14%

ScoringCooperation w/ Other ModesValue of Road

Appendix B: Central Campus Ratings

39

Max %

Road Condition

Potential Demand

Aesthetic Value

Aspects of Tourism CABS COTA Bike Share Car2Go

Conflict Points 1795 100.00%

4 2 3 4 2 2 2 2 2 0 0.00%

2 3 2 3 2 2 3 2 3 1315 73.26%2 3 2 3 2 2 3 2 3 1315 73.26%

4 2 3 3 2 2 2 2 2 1460 81.34%4 3 5 5 2 2 2 2 2 1525 84.96%4 2 4 4 2 2 3 2 2 1505 83.84%

3 3 3 5 2 2 3 3 2 1530 85.24%3 3 3 5 2 2 3 3 2 1570 87.47%

2 3 4 4 1 1 1 2 1 1315 73.26%2 3 2 2 1 1 1 2 1 1155 64.35%2 3 5 5 1 1 1 2 1 1255 69.92%3 1 4 4 1 1 1 2 1 1250 69.64%3 1 3 3 1 1 1 2 1 1190 66.30%2 1 1 1 1 1 1 2 1 1125 62.67%

3 2 2 1 2 2 2 2 3 1270 70.75%4 2 2 1 2 2 3 2 2 1255 69.92%4 2 3 4 2 2 2 2 2 1350 75.21%4 2 1 1 2 2 2 3 2 1365 76.04%0 3 2 1 0 0 2 0 3 790 44.01%0 0 2 2 0 0 2 0 2 540 30.08%1 2 4 3 1 1 3 2 1 1185 66.02%3 2 3 3 2 2 2 2 1 1370 76.32%4 1 1 2 2 2 2 2 2 1125 62.67%

ScoringValue of Road Cooperation w/ Other ModesIntensity of Use


Road Sidewalk Condition Speed Limit Obstructions Slope/Grade Curbs Sidewalk RoadPotential Demand

A Carmack Kenny to Mt Hall driveway (north side) 3 2 3 1 3 3 3 5 2 2Mt Hall driveway to parking lot entrance (south side) 2 2 3 1 5 3 3 5 3 1Parking lot entrance to pedestrian overpass 2 2 3 1 3 3 3 5 3 1Pedestrian overpass to intersection 2 1 3 1 2 3 3 5 3 1

ALT Alternate Route: Carmack Lot to Kinnear Rd 3 - 3 3 5 5 5 3 4 2B Bike path

Trail head to first curve 5 5 3 3 3 3 5 5 5 1First curve to second curve (straightaway) 5 5 4 3 5 4 5 5 5 1Second curve to access road 5 5 4 3 5 4 5 5 5 1

C Access RoadBike path to first driveway 2 2 2 3 3 5 5 5 5 0Driveway to parking lot 2 2 2 3 3 5 5 5 5 0

Infrastructure

Segment of Route

Intensity of Use

Appendix C: Downtown Ratings

41

Date post:	26-Jan-2017
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