TRAVEL TIME AND DELAY ANALYSIS USING GIS AND GPS

TRAVEL TIME AND DELAY ANALYSIS USING GIS AND GPS Iaem C. MAURICIO Ronald C. SANTOS Department of Civil Engineering Department of Civil Engineering University of the Philippines University of the Philippines Diliman, Quezon City Diliman, Quezon City Philippines Philippines Fax: +63-2-928-8305 Fax: +63-2-928-8305 E-mail: [email protected] E-mail: [email protected] Jose Regin F. REGIDOR, Dr. Eng. Noriel Christopher C. TIGLAO, Dr. Eng. Assistant Professor University Extension Specialist Department of Civil Engineering National Center for Transportation Studies University of the Philippines University of the Philippines Diliman, Quezon City Diliman, Quezon City Philippines Philippines Fax: +63-2-928-8305 Fax: +63-2-928-8305 E-mail: [email protected] E-mail: [email protected] Abstract: Travel time studies are used to document congestion and measure the efficiency of a highway. In the past, the conventional method of measuring travel time and delay was employed using the stopwatch. This system is quite effective provided that the driver and the passenger(s) work conscientiously. Otherwise, data may vary widely resulting to a lower accuracy. Odometer devices may also help, but it must first be initialized and calibrated. Although this method was widely accepted, major issues regarding its accuracy and convenience has arisen. With the Global Positioning Systems (GPS) and Geographical Information Systems (GIS), time travel measurement has become easier and more efficient. The system is accurate and efficient because the surveyor need not to record the time elapsed, and test vehicle location can be traced through a GPS device. The Geographical Information Systems meanwhile makes it easier to interpret and analyze GPS raw data through its digital maps. Key Words: Travel Time, Delay, GPS, GIS, Conventional method 1. INTRODUCTION 1.1 Background of the Study Travel time management is an important study in traffic control and highway improvements. The researchers have observed the importance of travel time and delay and since travel time studies are widely used to document congestion and to quantify the actual impact of highway improvements, they have foreseen important applications of the study. Determining the amount of time required to travel from one point to another on a given route requires a travel time study. Various information may also be collected on the locations, duration and causes of delays in conducting such study. When this is done, the study is known as a travel time and delay study. Data obtained from travel time and delay studies give a good indication of the level of service on the study section. These data also aid the traffic engineer an identifying problem locations, which may require special attention in order to improve the over-all flow of traffic in the route. Before the invention of the Global Positioning System, the manual method was typically being used. It was widely accepted because results were good and there was no other method capable of producing the data needed for a travel time study. The old method however showed certain disadvantages that may affect the accuracy of the study. The method required labor work for researchers in data gathering, aside from the usual mathematical analysis. This resulted to errors and inaccuracy on the part of the researchers. For years, the demand for a better method of acquiring travel time data became bigger. With the advent of the GPS, and its integration with the GIS, a better method came out and provided researchers with a more convenient and accurate way of gathering travel time information.

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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003

Global Positioning System (GPS) is the only system today able to show you your exact position on the Earth anytime, in any weather, anywhere. GPS satellites, 24 in all, orbit at 11,000 nautical miles above the Earth. They are continuously monitored by ground stations located worldwide. The satellites transmit signals that can be detected by anyone with a GPS receiver. Using the receiver, you can determine your location with great precision. Geographic Information System (GIS) is a computer system capable of assembling, storing, manipulating, and displaying geographically referenced information, i.e. data identified according to their locations. The way maps and other data have been stored or filed as layers of information in a GIS makes it possible to perform complex analyses. 1.2 Objectives of the Study The primary objectives of the study are as follows: Primary Objectives:

• Demonstrate the use of GPS technology in determining the travel time and delay conditions along the stretch of Commonwealth Avenue and EDSA

• Compare travel time and delay data from Conventional Method to data from GPS/GIS Method through statistical and graphical means.

• Determine the limitations of the handy GPS units. Secondary Objective:

• Obtain results that may serve as input to a dynamic database that will be used in Advanced Traveler Information System (ATIS)

1.3 Significance of the Study The study will test the effectiveness of GIS/GPS in measuring travel time and delays and it will try to make useful recommendations for the further improvement of the knowledge in time travel and delay. The study will also determine the causes and duration of travel time and delay for certain routes in Metro Manila. 1.4 Scope and Limitations The study is geared towards the analysis of travel time and delay, including factors affecting time delay, utilizing data acquired through the use of Global Positioning Systems and Geographical Information Systems. Raw data from GPS units would be inputted to a GIS software, and analysis through statistical methods would follow. The results would indicate if the new method, GPS/GIS, is acceptable in determining travel time and delay. The study will accommodate only two selected routes, the private mode of transportation, and 3 classifications of time (AM peak, PM peak and OFF peak). 1.5 Conceptual Framework The study utilizes the concepts of GPS, GIS, and Conventional Methods in order to analyze the travel time and delay occurrence and converts the results to useful data in mode and congestion analysis. 2. LITERATURE REVIEW In Travel Time Information Using GPS and Dynamic Segmentation Techniques by Cesar Quiroga and Darcy Bullock (1999), a methodology for travel time studies was presented and updated. The method used GPS and was called Travel Time with GPS (TTG). It also involves a general data model that contains a spatial model, a geographic location database and a procedure for referencing GPS data using dynamic segmentation tools. It also provides consistency, automation, finer levels of resolution, and better accuracy in measuring travel time and speed than the traditional techniques. It provides the capability to easily integrate the resulting travel time data with database based on GIS technology.

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Figure 1. Conceptual Framework

From Sample Size Determination for the Travel Time and Delay Studies by Joseph C. Oppenlander (1976), a procedure is developed for the estimation of sample size for travel time studies that involve either general travel conditions for all vehicles along a study route or for only public transportation vehicles on scheduled routes. Travel time and delay study is generally time consuming and expensive, thus, a minimum sample size for a selected degree of statistical precision is desired to minimize the study cost. This procedure for sample size distribution is based on the average range of observed travel speeds. In the Concurrent Session 2A- Travel Time Data Collection Using GPS at the 1996 National Traffic Data Acquisition Conference, Albuquerque, New Mexico, several papers were presented regarding GPS and travel time studies. Douglas Laird in Emerging Issues in the Use of GPS for Travel Time Data Collection, mentioned that there are 4 major issues regarding GPS usage in travel studies . The first is Hardware. He predicts that GPS units will be more available to the public because of its decrease in price and increase in demand. The sizes of GPS units are also decreasing which makes GPS units more convenient and portable. The Software used for GPS is also being developed to improve and widen the application of GPS. The third issue is regarding the ease in Data Collection, and the fourth is about User Preferences. Dr. Arthur E. Salwin’s Experience with a Portable GPS-based Odograph, specifies the advantages and disadvantages of using GPS. The current state of practice of data collection (traditional method) was also stated, including inefficiencies, inconveniences, and inaccuracies. He also compares the experience in using GPS instead of the traditional technique. Finally, Jim Gallagher discussed in his Travel Time Data Collection Using GPS why GPS is better and easier to use. This includes reduction in errors, convenience, flexibility, reduction in staff requirements, etc. he also mentioned that the only disadvantage he can see with the GPS is that tunnels and trees can block receptions, and tall buildings can reflect signals and distort positions.

TRAVEL TIME AND DELAY ANALYSIS

GPS

Conventional Method

GIS

MODES and CONGESTION ANALYSIS

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3. METHODOLOGY 3.1 Research Design Basic knowledge in the Global Positioning and Geographic Information Systems are required. This can be acquired from internet sites and previous transportation researches. Travel Time and Delay Analysis should also be studied before conducting the survey. 3.2 Data Collection In the collection of data, specific routes shall be chosen to be the subjects of this survey. For convenience, routes that are common to surveyors are selected – Quezon Ave/EDSA Intersection to J.P. Rizal Extension/Mckinley Road Intersection through EDSA, and Philcoa to Holy Spirit Road/Commonwealth Intersection through Commonwealth Avenue. Pilot Test Runs were conducted for the first few weeks in order to familiarize the surveyors with the nature of the Conventional Method. Using the Conventional Method (stop watch), the total travel time, time delay, and running time can be determined. This will be done for a number of trials. Causes of time delay can be observed and recorded while performing this experiment. The usual causes and locations of delay are indicated for every run. The Pilot Test Runs for the GPS/GIS method meanwhile aims to let the surveyors be familiar with the use of the new system. The GPS units shall be exposed to at least three satellites to make a trace of the location of the GPS unit. This process is called Calibration. After calibration, the satellites will be able to trace the location of the GPS. The duration of the calibration of the GPS unit depends on the location of the GPS unit with respect to the satellites in the atmosphere. Calibration may be as long as 30 minutes or only 5 minutes. In the actual survey, the following information should be recorded for each run – day of survey, time of survey, and route. Time of survey is classified under AM peak (7am – 10am), PM peak (4pm to 7pm), and OFF peak hours. The only mode of transportation is the private mode. A couple of runs shall be made in this survey. It is desirable to maximize the number of runs in order to get more accurate results. As long as there are three satellites in contact with the GPS unit, the location and time of the unit will be recorded automatically by the unit every 5 seconds. When there are only two or less satellites in contact with the unit, there would be no recording in the unit. This would result to missing data in the trip. After the runs, the GPS data shall be uploaded on a computer through the GPS Utilities Software, and converted to an MS Excel file. This enables easier analysis of data and more accurate results. 3.3 Analysis of Data A portable GPS unit (Sony Handy GPS) was set up inside the vehicle used to conduct the survey in order to record the movement made by the vehicle on the said main thoroughfares alongside with the conventional method, the stopwatch technique. The GPS data (time and coordinates) is transferred to a laptop computer from the GPS unit through the USB port where coordinates and time of each survey trip are saved in Excel (CSV) files by the Sony GPS Log Manager. These files are then converted to MapInfo Interchange (MIF) files by the PCQ MapInfo Converter (DOS based application program) developed by Dr. Nobuaki Ohmori of the University of Tokyo. Using MapInfo Professional, the MIF files are imported and converted to MapInfo table (TAB) files, which may consist of points or line traces. The line traces are then added as a layer on the digital map of Metro Manila from the Metro Manila Urban Transportation Integration Study (MMUTIS) database developed by JICA in 1996. Various data study where done on various line traces gathered to get the parameters needed in the analysis of each trip trace. These include the determination of: a) distances of each intersection, b) direction of each trip survey, c) data points on each intersection segment, and

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d) segments with no data collection. This was done together with the Excel (CSV) file by matching the data. A modified process was done to make the data processing easier. Using the GPS unit, the mark button is pressed at the beginning and the end of the survey route along with the marking of points of intersection within the survey route. This eases the burden of pinpointing the data points in the line trace and the Excel (CSV) file. One just needs to analyze the data in Excel (CSV) file. 3.4 Routes In the study, travel time and delay analysis of two selected routes were determined. The two routes are the following:

1. Commonwealth Route Philcoa, Quezon City to Commonwealth Avenue/Holy Spirit Drive Intersection, Quezon City, through Commonwealth Avenue, and vice versa:

Distance = 4.09 km

University of thePhilippines, Diliman

Commonwealth Avenue

Q.C. Circle

Tandang Sora

Don Antonio

Common

wealth

Avenu

e

Figure 2. Commonwealth Route

2. EDSA Route Epifanio Delos Santos Avenue/Quezon Avenue Intersection, Quezon City to J.P. Rizal Extension/Mckinley Road Extension, Makati City, through Epifanio Delos Santos Avenue, and vice versa:

Distance = 10.538 km

The time of travel was also categorized as:

1. AM Peak (7:00am to 9:00am) 2. PM Peak (4:00pm to 7:00pm) 3. OFF Peak Hours

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University of thePhilippines,

Diliman

EDSA

Quezon CityCircle

Kalayaan Avenue

Figure 3. EDSA Route

3.5 Programs Used The following programs were utilized in the processing of data from the GPS units:

a. GPS Utilities - used to transfer data from the GPS unit to the computer and converts files to CSV files

b. PCQ Converter - converts the files into MIF files

c. MapInfo Professional 5.0 - MIF files are imported and converted to line/point traces

d. Microsoft Excel 4. DATA AND RESULTS 4.1 Analysis After all the computations of the data gathered from both GPS and Conventional method, a complete summary of the results is presented below for both methods. This includes the average total travel time, average running time, average delay, average travel speed and running speed. Based on the table below, the average total travel time for both survey type are almost equal. The minor difference in both values can be accounted by the non-synchronization of marking the starting and end point of the given route using the GPS unit and the stopwatch per trip survey. A difference of 1 to 4 seconds where incurred for some trip survey. Delays where encountered on different points along the survey routes. These include loading and unloading of passengers, high volume of vehicles, bottlenecks and road widening construction. There is a major discrepancy between the GPS and conventional delay data. Data show that the computed delays using the GPS unit is far shorter than delays using the stopwatch. GPS recording is done electronically, systematically and continuously while stopwatch recording requires physical recording and mental judgment in recognizing whether delay is actually occurring at that certain point. This implies that the GPS unit is more

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accurate in recording travel time and delay data than the conventional data. On the other hand, running time is longer using the GPS due to short delays incurred but shorter for the conventional method. Travel speed data, which should be equal for the two methods are relatively close due to the closeness of the total travel time of each survey run. Error in the synchronized marking of starting and end survey points gave rise to this inexactness of travel speed data for both methods. Running time affects running speed inversely. Long running time causes low running speed and vice versa. Thus, low running speeds were calculated for the GPS method and high running speeds for the conventional method. The graphs shown in the succeeding pages clearly illustrate the relationships of travel and delay parameters. Figures 4 to 11 show the interrelationships of the survey trips conducted in both conventional and GPS method based on time and distance and on speed and distance.

Table 1. Summary of Travel Survey Parameters – Conventional versus GPS (Commonwealth Route-AM Peak)

Survey Total Travel Time Total Delay Running Time Travel Speed

(kph) Running Speed

(kph) Trip Conv. GPS Conv. GPS Conv. GPS Conv. GPS Conv. GPS

1 18:17.5 18:18.0 11:06.0 08:30.0 07:11.5 09:48.0 17.796 17.788 34.276 25.649 2 24:13.7 24:13.0 16:28.6 15:33.0 07:45.1 08:40.0 10.333 10.343 32.725 29.119 3 22:08.6 22:08.0 14:43.4 10:32.0 07:25.2 11:36.0 13.570 13.594 28.410 22.818 4 17:11.0 17:11.0 09:42.0 06:43.0 07:29.0 10:28.0 16.487 16.516 33.241 23.774 5 17:35.5 17:33.0 11:36.5 07:15.0 05:59.0 10:18.0 22.952 19.27 42.523 26.39 6 11:30.5 11:26.0 03:08.4 01:30.0 08:22.1 09:56.0 23.992 24.47 30.192 26.643

Ave 18:29.5 18:28.2 11:07.5 08:20.5 07:22.0 10:07.7 17.522 16.998 33.561 25.733

00:00.0

02:52.8

05:45.6

08:38.4

11:31.2

14:24.0

17:16.8

20:09.6

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5

distance, km

time

Conventional

GPS

Figure 4. Graph of Time vs. Distance (Average) for Conventional and GPS Survey Trip, AM Peak, Commonwealth Ave.

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05

101520

2530

3540

0 1 2 3 4 5

distance, km

spee

d, k

ph

Conventional Ave. TravelSpeedGPS Ave. Travel Speed

Conventional Mean TravelSpeedGPS Mean Travel Speed

Conventional Mean RunningSpeedGPS Mean Running Speed

Figure 5. Graph of Speed vs. Distance (Average) for Conventional and GPS

Survey Trip, AM Peak, Commonwealth Ave.

Table 2. Summary of Travel Survey Parameters – GPS (EDSA Route-Off Peak)

Section Distance (km)

Speed (kph)

Mean Travel Time Mean Delay Mean Running

Time JP Rizal to Guadalupe 1.074 38.664 0:01:40 0:00:00 0:01:40

Guadalupe to Boni 0.587 28.176 0:01:15 0:00:00 0:01:15 Boni to Shaw 1.199 39.24 0:01:50 0:00:00 0:01:50

Shaw to Ortigas 1.427 25.06 0:03:25 0:00:05 0:03:20 Ortigas to Santolan 2.081 53.511 0:02:20 0:00:00 0:02:20 Santolan to Cubao 1.301 37.469 0:02:05 0:00:10 0:01:55 Cubao to East Ave 1.4 38.769 0:02:10 0:00:00 0:02:10

East Ave to Quezon Ave 1.469 55.667 0:01:35 0:00:00 0:01:35 Total 10.538 0:16:20 0:00:15 0:16:05

Mean Travel Speed 41.472 Mean Running Speed 41.959

0:00:00

0:02:53

0:05:46

0:08:38

0:11:31

0:14:24

0:17:17

0 2 4 6 8 10

distance, km

time

GPS

Conventional

Figure 6. Graph of Time vs. Distance (Average) for Conventional and GPS

Survey Trip, Off Peak, EDSA

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Mean Running Speed = 42.0 kph

Mean Travel Speed = 41.5 kph



0

10

20

30

40

50

60

70

0 2 4 6 8 10

distance, km

spee

d, k

m/h

Figure 7. Graph of Speed vs. Distance (Average) for GPS Survey Trip,

Off Peak, EDSA

Table 3. Summary of Travel Survey Parameters – Conventional (EDSA Route-Off Peak)

Section Distance

(km) Speed (kph)

Mean Travel Time Mean Delay Mean Running

Time jp rizal to guadalupe 1.074 32.766 0:01:58 0:00:13 0:01:45 guadalupe to boni 0.587 12.358 0:02:51 0:00:01 0:02:49

boni to shaw 1.199 47.433 0:01:31 0:00:00 0:01:31 shaw blvd to ortigas 1.427 37.774 0:02:16 0:00:02 0:02:14 ortigas to santolan 2.081 64.031 0:01:57 0:00:00 0:01:57 santolan to cubao 1.301 46.372 0:01:41 0:00:05 0:01:36 cubao to east ave 1.4 47.103 0:01:47 0:00:00 0:01:47

east ave to quezon ave 1.469 59.42 0:01:29 0:00:05 0:01:24 Total 10.538 0:15:30 0:00:27 0:15:03

Mean Travel Speed 47.450 Mean Running Speed 48.739

0

10

20

30

40

50

60

70

0 2 4 6 8 10

distance, km

spee

d, k

m/h

Figure 8. Graph of Speed vs. Distance (Average) for Conventional

Survey Trip, Off Peak, EDSA

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0

10

20

30

40

50

60

70

0 2 4 6 8 10

distance, km

spee

d, k

m/h

Figure 9. Graph of Speed vs. Distance (Average) for GPS Survey Trip,

PM Peak, EDSA

0

10

20

30

40

50

60

70

0 2 4 6 8 10

distance, km

spee

d, k

m/h

Figure 10. Graph of Speed vs. Distance (Average) for Conventional

Survey Trip, PM Peak, EDSA 4.2 Problems Encountered In this kind of study wherein a new system is being applied and tested, several difficulties arise. Some occur due to lack of experience and knowledge, while some problems occur due to system errors. Most of the problems occurred in the data collection process. One is the calibration of the GPS unit. There are instances when it takes us more than 30 minutes to calibrate the unit. There are times when it only takes about 5 minutes to finish the calibration. There are also places where calibration is always a failure. This is the main reason for the shortening of our route. It is very difficult to be connected to at least three satellites in certain areas. Most of the times, the vehicle should stop for a while before the start of the route in order to establish the

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starting point of the run. In some runs, the GPS unit loses the connection to the satellites and produces missing data. Also, the public mode of transportation was not used as planned due to security reasons. A GPS unit is very expensive and is very attractive in the eyes of snatchers and thieves. The GPS unit meanwhile should always be exposed so as not to lose its contact with the satellites. Therefore, it is not advisable to travel in a public vehicle with the GPS unit. In order to effectively compare the values for both methods, the 2 methods were conducted at the same time (marking the GPS, stopping the stopwatch, and recording data). At some instances, both methods were conducted by one surveyor.

Comparison of GPS and Conventional for Peak Hours(Distance VS Time Diagram)

0:00:000:02:53

0:05:460:08:380:11:310:14:24

0:17:170:20:100:23:02

0:25:550:28:48

0 2 4 6 8 10

distance, km

time

GPS

Conventional

Figure 11. Graph of Time vs. Distance (Average) for Conventional and GPS Survey Trip,

PM Peak, EDSA Another is the power-consuming rate of the GPS unit. The GPS unit uses two AA batteries, which are preferably alkaline. The ordinary battery lasts for about 2 days while the alkaline battery lasts up to a week. In the transferring of data from the unit to the computer, the main problem is the language of the computer we used, which is Japanese. This makes it difficult to process the data because of the language the computer uses. The digital maps that are used in the evaluation of traces need to be updated to a more recent one because a lot of changes in the road network have occured since the last update of the maps in 1996. Traces in the digital maps appear not in the centerline of the roads but a little off the road. It makes it harder to mark some intersections at their exact locations. Due to the problems stated above, the following revisions were made:

1. The original routes were decreased in length, in order to avoid missing data at the “start” and “end” of a run.

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2. In case of missing data, values are derived from the data before and after the loss of signal. The speed within the missing segment is assumed to be the average of the speed values before and after the missing segment.

3. Only private mode of transportation was used for the study. 4.4 Conventional vs. GPS/GIS Method In terms of accuracy and efficiency, the results from the GPS/GIS Method are comparable to the old reliable Conventional Method. The values from the GPS/GIS Method are found to be a more conservative but are still acceptable. The deviation from the conventional method is due to the errors that occurred in the data collection process. These errors are mostly due to the missing data that occur whenever interference of the signal happens. In terms of its convenience, the GPS/GIS Method is better than the Conventional Method. The Conventional Method is labor intensive and more error-prone while GPS/GIS is obviously easier to use. The GPS/GIS Method also provides a continuous data stream wherein conventional method can only be analyzed per section/intersection. In the GPS/GIS, exact locations of delay can be easily pointed out, thus, there is no need to record areas of congestion as in the conventional method. 5. CONCLUSIONS AND RECOMMENDATIONS GPS has provided an effective and convenient way of collecting travel data. It is very capable of providing a very accurate depiction of vehicle location and speed compared to conventional method or stopwatch technique, which require a significant amount of manual fieldwork and are prone to recording errors. The GPS travel time data collected in this study showed that speed and delay information generally equals or exceeds the accuracy of the manually collected data. However, tunnels, underpasses, flyovers and trees may block satellite reception making GPS unavailable for some certain segment along the route. This impedes the data collection and results into missing data. To a greater extent, GPS technology has proven its effectiveness in travel time and delay studies. With the data gathered from the two survey routes, this can serve as a database that can be helpful on a possible road and traffic improvement plan on the two main thoroughfares. This will guide planners in improving particular points that has too much delay. The use of GPS in travel time studies, as well as in every day life, would be greatly increased if satellite tracking would be improved, thus avoiding the occurrence of missing data, and if the price of a GPS unit would be decreased. Also, we would recommend the development of a portable GPS unit with rechargeable battery to lessen the effects of its big power consumption. For future users of GPS/GIS method in travel time and delay analysis, marking every intersection while conducting the survey would make the computations for travel time and delays easier.

REFERENCES a) Journal Papers Oppenlander, J.C. (1976) Sample Size Determination for Travel Time and Delay Studies, Traffic Engineering, September 1976, pp.25-28. Quiroga, C.A. and Bullock, D. (1999) Travel Time Information Using Global Positioning System and Dynamic Segmentation Technique, Transportation Research Record 1660, TRB, National Research Council, Washington D.C., pp. 48-57.

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b) Papers presented to conferences Gallagher, J. (1996) Travel Time Data Collection Using GPS, National Traffic Data Acquisition Conference, Albuquerque, New Mexico, 1996, pp. 150-154 Laird, D. (1996) Emerging Issues in the Use of GPS for Travel Time Data Collection, Proc., National Traffic Data Acquisition Conference, Albuquerque, New Mexico, 1996, pp.117-123 Salwin, A.E. (1996) Experience with a Portable GPS-based Odograph, National Traffic Data Acquisition Conference, Albuquerque, New Mexico, 1996, pp.127-131. c) Other Documents www.garmin.com/ www.gpsworld.com/ www.trimble.com/gps/ www.utexas.edu/depts/grg/gcraft/notes/gps/gps.html www.colorado.edu/geography/gcraft/notes/gps/gps_f.html www.aero.org/publications/GPSPRIMER/ www.gis.com/ www.usgs.gov/research/gis/title.html www.rsip.lsu.edu/projects/ttg/papers/other4.pdf www.gisdevelopment.net/technology/gps/techgp0008.htm

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TRAVEL TIME AND DELAY ANALYSIS USING GIS AND GPS

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