Smarter traffic signals

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SIOUX FALLS, S.D. (KELO AM) – The city is equipping more streets with adaptive signals that detect traffic counts and adjust signals in real time.

Dustin Brinkman with Rhythm Engineering says the technology has mad a positive impact to traffic flow on 26th Street, reduced crashes and decreased fuel consumption.

Sioux Falls Police Chief Matt Burns says when cars stop less often, the likelihood for crashes also decreases.  He says “more smoothly flowing traffic makes for safer commutes and a healthier community.”

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Rhythm EngineeringSmarter traffic signals

Traffic snarls go bye bye bye with InSync system

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Tired of gridlock on Rosecrans Street and throughout the Peninsula?

Relief is on the way soon in the form of an InSync traffic optimization system now being installed on signals along Rosecrans, one of San Diego’s busiest and most congested thoroughfares. A similar traffic- optimization system was installed six months ago on Torrey Pines Road on La Jolla Parkway in “the Throat” in between Interstate 5 and La Jolla Village.

“This is the same signal-optimization technique,” said Duncan Hughes, a city senior traffic engineer, who noted, “Rosecrans in Midway is among the heaviest-volume roads (in the city), not just Rosecrans, but all the crossing arterials.”

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Rhythm EngineeringTraffic snarls go bye bye bye with InSync system

Rhythm Engineering Gets the Green Light for the Kansas City Streetcar Traffic Signal Project

Kansas City, MO: Rhythm Engineering, LLC is proud to announce that it has won the contract for the upgrade of the traffic signal control system to be installed along the Kansas City Streetcar corridor in mid-2015. The Kansas City Streetcar project, known as KC Streetcar, is a two-mile line that runs through downtown Kansas City, largely on Main Street, and connects River Market on the north to Crown Center and Union Station on the south.

Since the new streetcar system will run on existing street lanes in the middle of the Central Business District, Crossroads Art District and the Power and Light District, traffic signal synchronization is crucial for alleviating any potential traffic congestion that may arise. Rhythm Engineering offers the perfect solution, using its newly developed adaptive technology, In|Sync®, which integrates signal timing, traffic volumes, and computerized real-time tracking. Their system, once installed, will control 21 signals along this streetcar corridor.

According to Reggie Chandra, PE, CEO of Rhythm Engineering, “We are honored to have this opportunity to make a difference in our own home community. Kansas City has proven that it is very serious in its intention to become a truly “smart” city and we are glad to be part of the initiative. Rhythm Engineering always has been proud to be called a Kansas City company as we make a difference to motorists in 31 states and 128 cities.”

These modifications will be installed by Rhythm’s traffic technicians and optimized by traffic engineers to ensure that the streetcar can move safely and efficiently alongside car and bus traffic. Rhythm Engineering joins other subcontractors, including Cisco, Comanche Construction, Reynolds Electric, Trekk Design, and others, under the direction of the project team led by KC Streetcar Constructors, a joint venture partnership of Herzog Contracting Corp. of St. Joseph, Missouri, and Stacy and Witbeck, Inc. of Alameda, California.

About Rhythm Engineering:

Rhythm Engineering empowers traffic engineers to save lives, save time, and save the environment through cost-effective, innovative traffic solutions. Its flagship product, In|Sync™, is a real-time adaptive traffic control system that enables traffic signals to immediately adapt to traffic demand, reducing accidents up to 30 percent, cutting travel times up to 50 percent and reducing fuel consumption and emissions 20-30 percent. In|Sync is chosen for installation at more than 1865 intersections in 128 cities in 31 states, creating better, safer traffic for American motorists.

Learn more at


About KC Streetcar Project:

The Downtown Kansas City, Missouri Streetcar project is a two-mile route running primarily along Main Street connecting Kansas City’s River Market area to Crown Center and Union Station. It will serve Union Station, the Cross Roads Art District, the Power and Light District, the city’s central business district, and the historic River Market along with numerous other businesses, restaurants, art galleries, educational facilities, and neighborhoods. The starter line has 16 stops spaced every two blocks and includes the Singleton Yard Facility (Vehicle Maintenance Facility) located in Columbus Park.

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To learn more about this project, please contact:

Jesse Manning, VP Sales & Marketing, Rhythm Engineering
11228 Thompson Ave.
Lenexa KS, 66219
P: 912.227.0603

Connect with Rhythm Engineering on Social Media:
LinkedIn | Facebook | Twitter

Rhythm EngineeringRhythm Engineering Gets the Green Light for the Kansas City Streetcar Traffic Signal Project

Columbia County, GA Engineers use Adaptive Traffic Signal System from Rhythm Engineering


Columbia County, GA (Augusta) Engineers use adaptive traffic signal system from Rhythm Engineering to ease traffic congestion. Read more here and watch the video:View the Video


Read the Article:

The Augusta Chronicle

Rhythm EngineeringColumbia County, GA Engineers use Adaptive Traffic Signal System from Rhythm Engineering

Green Means Go: Why Drivers Are Seeing Fewer Red Lights in the Wexford Flats

by Jessica Sinichak, Pine-Richland, PA Patch

Have you noticed more green lights on Perry Highway lately? It’s not just because it’s your lucky day.

If you’ve noticed improved traffic flow lately in the Wexford Flats area of Perry Highway in Pine, it’s not an accident.

In mid-June, PennDOT added InSync, an adaptive traffic control system, to eight signals between Longvue Road, near the top of Pine Creek Hill, and North Chapel/Manor Road.

The 2.33 mile-project spans Pine and McCandless townships.

Scott Anderson, Pine’s assistant manager, said the new software adds green lights based on the number of cars waiting to move forward at traffic signals on Route 19 and on the side streets.

“It connects all the lights in the Wexford Flats project,” he said. “It tries to give as many green lights as it can on the Route 19 corridor.”

Anderson said each traffic signal has a camera installed that counts the number of cars waiting at an intersection.

He added the traffic cameras would not be used to monitor motorists who run red lights, as cameras do on the eastern side of the state. For example, in Philadelphia, police are able to issue $100 traffic violation tickets to offenders caught on camera.

That won’t be the case in Wexford.

“They’re sort of facing the wrong way, anyway,” Anderson said of the cameras. “They’ll be looking at the front of the cars to count them.”

Anderson said he has received some positive comments about improved traffic flow from drivers on Route 19 since the control system was installed.

He himself also has noticed a change. On one afternoon, he passed through the entire Wexford Flats area without stopping for a red light.

“That has never happened before,” he said.

Although InSync has installed the adaptive traffic control systems in numerous locations across the country, Anderson said this is the first time the software has been used in western Pennsylvania.

According to the InSync statistics, communities using the control system may save up to $8 million in wasted time and fuel, 27 tanker trucks of gasoline, 33 years of wasted time and millions of pounds in air pollution.

The software was installed as part of the $18.1 Wexford Flats project, which began in January of 2011 and is just finishing up this summer.

In addition to the improved traffic signals, the project also widened Route 19 from 42 feet to 63 feet, added a center turn lane, curbed gutters and sidewalks.

About 28,000 vehicles use this section of Route 19 on an average day, according to PennDOT.

Rhythm EngineeringGreen Means Go: Why Drivers Are Seeing Fewer Red Lights in the Wexford Flats

Real-Time Traffic Signals Expected Within a Year on Carlisle Pike, Route 22

by Tricia Kline, PennLive

A new traffic signal technology project aimed at reducing traffic congestion along the Carlisle Pike in Cumberland County, and Route 22 in Dauphin County, could have vehicles rolling faster on the major thoroughfares by late spring or summer 2014.

It also could have vehicles on side streets waiting even longer at red lights.

The $2.2 million project has been proposed by Pennsylvania Department of Transportation Engineering District 8 — which also will 100 percent fund and install the new “adaptive traffic signal control” technology.

The new signal control uses real-time traffic information to determine when lights should be red and when they should be green, making the movement of vehicles as smooth as possible.

Eight municipalities to be affected by the new project have been asked to approve it.

In Cumberland County, the involved municipalities are Camp Hill Borough, Silver Spring, Hampden and East Pennsboro townships — a total of 6.4 miles and 27 traffic signals. In Dauphin County, the City of Harrisburg, Penbrook Borough, and Lower Paxton and Susquehanna townships are involved — a total of 6.6 miles and 26 traffic signals.

All have given their consent except for East Pennsboro Township; supervisors are scheduled to vote during their public meeting in July.

Bids for the construction work are scheduled to be opened Aug. 15, and work will likely begin late this winter or early spring.

Greg Penny, community relations coordinator for PennDOT District 8, said it is possible, once the technology is rolling, that drivers approaching an intersection from side roads “may or may not notice a delay.”

While the priority of the system is to better move the mainline traffic, if mainline traffic is heavy, “motorists entering from the side roads may have to wait a little longer to get a green light to enter the intersection,” Penny said.

“We don’t expect a noticeable delay, but it’s possible,” he said.

Drivers also need to be aware that the normal signal sequence will change.

“Drivers may not be able to anticipate the green light as they may have before, because the system will detect a need to clear another leg of the intersection,” Penny said.

PennDOT will take care of any maintenance costs and work on the system for the first five years. After that, each municipality has been asked to pay $750 per intersection per year for parts and technical support, or $250 per intersection per year for just technical support. They also might choose to not pay for either, and instead pay for repairs or technical support as needed.

Camp Hill Borough Council last month approved the project, but expressed concerns including future maintenance costs and asked PennDOT to do all it could to assure them of several requests, including the retention of pedestrian cycles at intersections, that special attention be given to the Routes 11/15 and North 21st Street intersection, and an adequate supply of replacement equipment be supplied.

In Carlisle, officials sought out the software and hardware for the adaptive signal technology two years ago to help reduce vehicle speeds in downtown, along the High and Hanover street corridors.

Prior to installation, there were four lanes of traffic on those streets, two in each direction. Now, there is one travel lane, with dedicated turn lanes.

Michael Keiser, Carlisle public works director, said the technology has increased safety, as cars are forced to travel at slower speeds.

“It’s slower and calmer under this configuration,” he said, adding that there were people who hated it in the beginning. But those who supported less noise and less traffic loved it.

He did say that the technology does require drivers to wait longer at traffic lights during peak travel times.


Rhythm EngineeringReal-Time Traffic Signals Expected Within a Year on Carlisle Pike, Route 22

Installation Begins on New “Adaptive” Traffic Signals on Republic

by Edited News Release, Missouri Dept. of Transportation, Ozarks First

Updated: June 17, 2013

REPUBLIC, Mo. — Work began Monday on a new type of synchronization system to the traffic signals along Route 60/413 through Republic.

MoDOT says the new system is designed to adapt to traffic conditions, and will provide the most benefit to side streets and left-turn lanes (with left arrows only) during non-peak traffic times, mostly during the middle of the day on weekdays and at night and on weekends.

The six traffic signals between Greene County Route P/Main Street on the west and Oakwood Street on the east will be upgraded to the new Adaptive Traffic Signal System.

A similar system is in operation along two major state-maintained streets in Joplin — Range Line Road (Bus. Loop 49) and a portion of 7th Street (Missouri Route 66).

Starting June 17, drivers can expect nighttime lane closings on Route 60/413. Crews also will be working at the traffic signal control cabinets at the signalized intersections.

The new system, installed by Rhythm Engineering of Lenexa, Kansas, should be in full operation during the week of July 8. The project’s price tag is about $250,000.



Rhythm EngineeringInstallation Begins on New “Adaptive” Traffic Signals on Republic

City, Albemarle to Cooperate on Traffic Signals Along U.S. 29

by Sean Tubbs, Charlottesville Tomorrow

The Charlottesville City Council has decided to spend up to $450,000 on a joint project with Albemarle County to coordinate traffic signals on U.S. 29 using technology that adjusts signals depending on real-time conditions.

Councilors Dave Norris and Dede Smith both voted against the project late Monday night over concerns about the cost and timing of the request.

“It feels like it came out of nowhere,” Smith said. “Why hasn’t the county come forward before?”

Albemarle officials are in talks with the Virginia Department of Transportation to purchase InSync software and hardware from Rhythm Engineering to enhance the already coordinated traffic signals from Hydraulic Road to Airport Road on U.S. 29, as well as side streets. Charlottesville now will include Emmet Street signals in the project.

Rhythm officials estimate the cost to place the system at each intersection at about $30,000, plus an additional $5,000 for installation and communications equipment. An exact number of intersections has not yet been determined.

The city’s cost estimate covers at least 13 intersections.

Rhythm Engineering officials claim their system can decrease travel time by up to 50 percent and crashes by up to 30 percent, said Jim Tolbert, the city’s director of Neighborhood Development Services.

“This uses [cameras and software] … to try to make sure that signals are coordinated so people who are coming from side streets are entering and getting a green light at a natural gap rather than making everyone stop and let them out,” said Councilor Kristin Szakos.

Szakos said the matter has come up in the past year at meetings of the Planning and Coordination Council and the Metropolitan Planning Organization. The City Council also had a brief discussion about the technology at its June 3 meeting following a briefing given by Rhythm officials to city staff and Mayor Satyendra Huja.

“There was interest expressed in our coordination of Emmet Street from Ivy to Hydraulic, and if U.S. 29 north is going to be better coordinated, that we coordinate the entire stretch,” Tolbert said.

Tolbert called the $450,000 price tag a “very rough estimate” based on Rhythm’s baseline prices.

“We feel like, if anything, it is a little high and we may save some of that,” he said.

The county’s portion of the project is being partly covered under VDOT’s revenue-sharing program. Albemarle secured $360,000 from the program and made an equivalent match to install the system from Hydraulic Road to Airport Road.

Tolbert said the city also could apply for VDOT revenue-sharing funds to pay for the project, but a decision on the next round of allocations likely will not be made for another 18 months.

The city still would have pay for half of the project.

An average of 51,000 vehicles passed daily through the intersection of Emmet Street and the U.S. 250 Bypass in 2011, according to VDOT traffic counts.

“Everybody, city and county residents, uses that road,” said Councilor Kathy Galvin. “The jurisdictions are an arbitrary thing.” The city money will come from the capital improvement program’s contingency fund. Norris expressed concerns that taking money from that source would prevent other projects from being funded if they come up in the next year.

“I believe the fund is sufficient to cover what would normally come up in a given year,” said Aubrey Watts, the city’s chief operating officer, who sat in for City Manager Maurice Jones at Monday’s meeting.

Smith said the city always could add on to the county’s system later and there are other places,  such as McIntire Road or Preston Avenue, where the software could be used.

Szakos said the city could use revenue-sharing funds to pay for those projects if the InSync system works as advertised.

Rhythm EngineeringCity, Albemarle to Cooperate on Traffic Signals Along U.S. 29

Mount Pleasant gets Adaptive

by Luigi Casinelli, P.E., PTOE; Rick Fauteux, P.E.; and Brad Morrison, Roads & Bridges

In 2010, the town of Mount Pleasant, S.C., implemented an adaptive traffic-control system in conjunction with ongoing improvements to U.S. Rte. 17.

The purpose of the system was to improve traffic flow and minimize driver delays both during and after construction. HDR provided the design plans and specifications for the installation and evaluated traffic conditions before installation. Further evaluations were conducted after installation both before and during U.S. 17 construction.
U.S. 17 is a major northeast-southwest highway running through Mount Pleasant, which is part of the Charleston metropolitan area. It is primarily a six-lane divided highway with left-turn lanes at all major intersections and right-turn lanes at some intersections and other access points. There are six signalized intersections included in the U.S. 17 study. Based on 2005 traffic data, approximately 35,500-43,000 vehicles travel this corridor each day. Recent peak-period traffic counts show volumes of 2,700-3,400 in the morning peak hour and 3,300-3,700 during the afternoon peak hour. The posted speed limit on U.S. 17 is 45 mph.
Retail developments are located along both sides of U.S. 17 between I-526 and S.C. 517, and there is a major shopping center along U.S. 17 and Hungryneck Boulevard between Market Center Boulevard and S.C. 517. In addition, Hungryneck Boulevard serves as a bypass for commuters, with destinations in the adjacent residential developments to the south and vacationers heading to the Isle of Palms from I-526. The traffic demand fluctuates between serving the retail and residential establishments located within the study area and seasonal vacation traffic heading toward the beach. This fluctuation in demand typically requires the development of multiple signal plans to address the varying traffic conditions.
The original intent of the study was to test operations of an adaptive signal system that would be deployed in conjunction with improvements to the roadway. The South Carolina Department of Transportation (SCDOT) wanted to use this information to investigate potential applications of adaptive traffic signals throughout the state.

Choice is Pleasant
As part of a roadway reconstruction project, Mount Pleasant was selected as a pilot project to test the state’s first adaptive traffic-signal deployment. The selection of this site provided the opportunity to test the system’s ability to address recurring and nonrecurring congestion within the town of Mount Pleasant. The InSync system by Rhythm Engineering of Lenexa, Kan., was installed in February 2011, prior to the widening of U.S. 17 through a section of this corridor. To the best of our knowledge, this is the first time an adaptive traffic-control system has been deployed intentionally for use during construction as well as after construction is complete.
SCDOT’s interest in adaptive traffic is shared by transportation departments across the country. Conventional traffic management requires signal operators using collected data to update signal-timing plans. Under the best of circumstances, the collected data provides only a narrow snapshot of traffic conditions, and often it becomes out of date soon after the plan is implemented.

Real-timing it
The idea behind proper signal timing is to move traffic in platoons through a signal system. Adaptive traffic-control systems offer a more effective means of accomplishing that goal by continuously collecting traffic information with sensors, processing the data and adjusting signal-timing parameters to best serve the current conditions. In adaptive systems, the signal timings are typically updated every few minutes or few seconds for a certain few technologies. Compare that with conventional systems that operate set timing plans based on traffic-volume data that is several years old.
The system that was selected for the U.S. 17 study corridor uses digital video detection and does not require any in-pavement loop detection. It was installed at six signalized intersections on U.S. 17 and an intersection at Hungryneck Boulevard and Venning Road. The goal of the installation was to coordinate timing for the signals in a dynamic manner, taking into account real-time changes in traffic flows, such that vehicle progression on U.S. 17 was maximized and delays and stops were minimized.
Video-detection cameras were added to each signal approach (typically four per intersection). The system’s software uses the data collected by these cameras to call individual phases at specific signals and to adjust critical system operating parameters, such as cycle length, intersection offsets and green times. A processor was placed inside the traffic cabinet to communicate with the signal controller at each intersection.
As part of the study, an existing and future analysis was conducted using microsimulation in VISSIM to estimate the benefits of the adaptive system and identify any additional improvements required for the most effective deployment. Since being deployed, the system has operated very well. It is operating 24/7 and adjusting in real-time to traffic-flow changes along the corridor as construction gets under way.

Trial drives
The study measured travel time on U.S. 17 from Ira Road to Isle of Palms Connector, a distance of approximately 1.67 miles. Phase 1 travel data (before installation) was collected April 13-15, 2010, during peak traffic periods. Phase 2 (after installation, without construction) was conducted during peak periods on April 6, 7 and 12, 2011. Phase 3 (after installation, during construction) took place during peak periods on Feb. 8, 2012.
More than 140 travel runs were conducted. Due to weather conditions, an incident on the adjacent I-526 and the start of construction on U.S. 17 resulting in a small sample size for morning peak hour after installation, without construction, a comparison was not conducted during the morning period. Additionally, a midday period was added to the analysis for the after-installation runs both without and during construction.

Bump up the volume
Travel times
The average travel times collected during the U.S. 17 study are shown in Table 1. With implementation of the adaptive signal system, the northbound travel time decreased slightly by 8 seconds (−4%) after installation during construction in the morning peak hour. The afternoon peak-hour northbound travel time decreased by more than 1 minute (−29%) after installation without construction and minimal increase during construction.
Average southbound travel time before implementation was estimated at 2:54 in the morning peak hour and 4:20 in the afternoon peak hour. After installation, without construction, the afternoon peak hour averaged a 43-second (−17%) decrease in travel time. After implementation, during construction, travel time increased slightly by 22 seconds (13%) in the morning peak hour and decreased by 53 seconds (−20%) in the afternoon peak hour.
As shown in Table 2, the average speeds on U.S. 17 prior to system implementation were between 24 and 35 mph during the peak periods. After implementation, without construction the average northbound afternoon speeds were 9.3 mph higher (35% increase). Southbound speeds after installation, without construction increased by 3.6 mph (14%). Speeds during construction generally decreased, with the exception of southbound afternoon peak-hour speeds, which increased from 25 mph to 30 mph (23%).
Stopped time
Before implementation, total average northbound morning stopped time was 38 seconds per vehicle and afternoon stopped time was 44 seconds per vehicle. Southbound average stopped time prior to implementation was 13 seconds in the morning and 1 minute 17 seconds in the afternoon (See Table 3). With the adaptive traffic system in place and without construction, average northbound afternoon stopped times improved substantially, with a drop of 32 seconds (−73%). Southbound afternoon stopped time decreased by 31 seconds (−40%). Results were mixed during construction, with some sample groups experiencing increased delays and others experiencing less stopped time.
Fuel consumption, vehicle efficiency and vehicle emissions
Post-installation data employed global positioning system (GPS) technology to facilitate more detailed time and distance measurements. The GPS data was processed to estimate fuel consumption, vehicle efficiency and vehicle emissions. As shown in Table 4, northbound and southbound vehicles experienced similar fuel consumption for the after-installation, without-construction peak periods, but northbound vehicles recorded substantially better fuel efficiency. Accordingly, the estimated northbound pollutant emissions are slightly less than for the southbound direction. This is likely related to the lower average stopped time in the northbound direction.
During construction, northbound and southbound vehicles again experienced similar fuel consumption; however, southbound vehicles recorded higher efficiency during the midday. As a result, the northbound pollutant emissions are higher than the southbound direction, with the exception of the afternoon peak where the pollutant emissions were higher in the southbound direction.
Volume comparison
Vehicular counts were collected before and after the installation (without and during construction) and tabulated for each roadway segment along U.S. 17. One notable finding was that the average link volume for the southbound morning peak period during construction was slightly more than before installation, yet the average speed slightly decreased despite the presence of construction activities.
During the midday peak hour, the volume during construction increased along the entire corridor, and average speed increased by approximately 6%. Southbound afternoon volumes after installation increased slightly without construction and then decreased slightly during construction. Speeds increased both without and during construction.
The average morning northbound volume along the corridor slightly increased after installation and during construction while the average speed remained constant. Northbound volumes during construction generally decreased during the midday and afternoon peak hours. The midday and afternoon average northbound speeds after installation and without construction were significantly higher than speeds during construction.
Analysis of the U.S. 17 study suggests that implementing the adaptive traffic system yielded favorable results. The corridor experienced a number of travel-time and speed benefits after installation, and during the afternoon period in particular, average travel times decreased and average speeds increased in both directions. Unfortunately, the I-526 incident, weather and construction resulted in smaller-than-expected morning period samples. That said, the assessment of the system operation after installation, during construction suggested consistent and significant benefits in the reduction of travel time and increased average speed along the U.S. 17 corridor. In terms of volume and speed, the corridor experienced a slight decrease in average volume after installation, but generally showed improvements in average speed.
The project has met and exceeded the town of Mount Pleasant’s expectations. The pilot study proved to the town and SCDOT that the use of adaptive traffic-signal systems would provide a significant improvement over traditionally timed signals. The system has been successful enough to convince the town to continue to convert a significant number of existing signals along the U.S. 17 corridor, as well as along Hungryneck Boulevard, to adaptive-based traffic-signal systems.


Rhythm EngineeringMount Pleasant gets Adaptive

News Channel 9 Coverage (Chattanooga, TN)

Beth Neuhoff, News Channel 9

Changes being made that should make your commute up and down Highway 153 safer and faster.

It’s all part of a new way of thinking called ‘rhythm engineering’.

News Channel 9 Coverage (Chattanooga, TN)

They will use flashing arrows to direct motorists making a left turn – keeping cars on the move.

City Engineer, John Van Winkle, tells us, “The new interactive system can be controlled in real time. Not just in each individual intersection but along the corridor and change the signal timings to respond to that traffic on a minute by minute basis.”

This phase of the grant project will include one hundred and fifteen intersections.

Andre Cimo, who works and drives on 153 in Hixson, says, “I think it’s very necessary. This area for years, that I’ve been driving down it, has just been nothing but problematic and constantly has accidents at Hamill Rd.”

Chattanooga traffic engineers tell us the video cameras you see being installed are for monitoring traffic volume and are NOT being used for law enforcement.

Rhythm EngineeringNews Channel 9 Coverage (Chattanooga, TN)