1.0 INTRODUCTION
1.1 BACKGROUND
In recent years, it has become increasingly common for states and
regions across the country to consider the potential of developing and
deploying ITS solutions for their rural and small urban areas. Some of the
most progressive states have also examined these opportunities from a
statewide perspective.
However, while there is a body of experience developing in this area,
it has not been shared effectively with all potential users. As such, each
group that embarks on efforts such as these typically has to start with
limited information of past installations and has to develop their own
techniques for accomplishing the goal of regional or statewide ITS
deployment.
1.2 DEVELOPING RURAL INTERIM BASIC GUIDANCE
In order to assist with making this body of experience more accessible
to potential new users, the U.S. DOT commissioned the development of Best
Practices on the deployment of rural ITS. The development of this Best
Practices Document was undertaken by the U.S. DOT's rural ITS support
contractors Science Applications International Corporation (SAIC), Castle
Rock Consultants, Transcore and the Western Transportation Institute
within the framework of the Rural ITS Support Services contract.
The development of this Best Practices Document has leveraged earlier
and parallel investments to identify and catalogue rural and statewide ITS
initiatives that have been performed across the country. These have
included the FHWA's Simple Solutions project, the New York State rural
toolbox, press releases, and interviews. It is also intended
that information gathered as part of developing this Best Practices
Document will be shared to support other initiatives such as The State of the ARTS
prepared by ITS America.
It should be noted, however, that the examples presented in this
document do not represent the full extent of rural ITS deployment. Indeed,
other rural ITS deployments may be identified elsewhere. Agencies or other
organizations should email ITShelp@fhwa.dot.gov if they wish
to submit their rural ITS deployment for inclusion in future updates to
this document.
This document is designed to assist a broad range of users who have or
who may have a stake in the deployment of rural ITS. These users
include:
- State transportation agencies;
- Transit properties;
- Local government agencies; and,
- Non-traditional stakeholders such as fire and rescue groups, law
enforcement agencies, the emergency medical community and tourism
groups.
1.3 THIS DOCUMENT
This document is intended to support those agencies and groups that are
beginning the process of rural or statewide ITS deployment plans. This
toolbox is intended to assist public agencies and private organizations
with rural and statewide ITS deployment plans. It consists of two
components:
- A toolbox or resources document that identifies successful rural ITS
projects and statewide applications from across the nation; and
- A Best Practices Document that illustrates proven processes for the
preparation of a rural or statewide ITS deployment plan.
This document represents the first of these components, the toolbox or
resources document.
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2.0 SUMMARY OF TOOLBOX
2.1 INTRODUCTION
This section of the document provides some background information on
how the toolbox was developed, how the tools are categorized and what
information is provided in each of the tool descriptions. Users may search
for tools based on the categories described below in 2.2 or may search
based on the specific need they wish to address. To facilitate this latter
process, an alphabetized list of needs addressed in this document along
with corresponding section numbers is presented in Appendix A.
It should also be noted that many of the tools described (or pictured)
in this document are in the process of being tested prior to full
implementation. As such, the systems may appear to be outside normal
regulatory configuration (e.g., compliance with the Manual of Uniform
Traffic Control Devices, MUTCD). Needless to say, permanent implementation
of systems conforms to all appropriate regulations and guidelines.
2.2 CATEGORIZATION OF TOOLS
The tools are categorized on the basis of the seven Rural ITS
Development Tracks defined in the FHWA report Rural ITS User Needs. These seven tracks
are:
- Emergency services;
- Tourism and travel information;
- Traffic management;
- Rural transit and mobility;
- Crash prevention and security;
- Operations and maintenance; and
- Surface transportation and weather.
Each of these tracks is defined below:
2.2.1 Emergency Services
The emergency services development track focuses on services provided
by law enforcement, fire departments, Emergency Medical Services (EMS),
and related organizations. The organizations are multijurisdictional in
nature, involve complex operations and require a great deal of planning,
organization and interoperability among their constituents.
Transportation and public safety are closely intertwined - the
transportation system supports the delivery of public safety services and
also generates emergencies and incidents of its own requiring public
safety agency response. Click
here for more information.
2.2.2 Tourism and Travel Information
The tourism and travel information development track focuses on the
core infrastructure and standards needed to support data sharing that
meets the information needs of travelers. Traveler information is
comprised of a wide range of information types, including pre-trip
advisories, such as road closures, weather, and events; en-route data,
such as tourist messages; and real-time dynamic traffic information. Click here for
more information.
2.2.3 Traffic Management
The traffic management development track focuses on the use of ITS
technologies to control operations as well as provide guidance and warning
of traffic to improve operations on freeways.
2.2.4 Crash Prevention and Security
The crash prevention and security development track focuses on the
prevention of crashes before they occur and on reducing crash severity. By
examining the needs of travelers, crash prevention measures and advanced
technologies can be implemented to assist in crash avoidance, hazard
warning, work-zones and highway rail crossing alerts, and dynamic speed
zones. Click
here for more information.
2.2.5 Rural Transit and Mobility
The rural transit and mobility development track focuses on the ability
to increase transportation access services through transit/paratransit
system management for those who are mobility impaired and the referral of
mobility impaired people to appropriate transportation services. Click here
for more information.
2.2.6 Operations and Maintenance
The operations and maintenance development track focuses on improving
the efficiency and capabilities of services to maintain and operate the
transportation system. Highway operation and maintenance organizations are
typically responsible for monitoring and maintaining roads, along with
improving the physical condition of the infrastructure. They maintain the
condition of public vehicle fleets and ensure safe operation of the
system, especially under adverse travel conditions, such as winter
weather, or during construction and other work zone activities.
They also ensure the efficient operation of the system, including the
use and maintenance of various traffic management and traffic control
devices. Click here for more
information.
2.2.7 Surface Transportation and Weather
The surface transportation and weather development track area focuses
on the development of improved road weather information systems and
maintenance technologies for winter mobility, and the development of
traffic operations/incident management procedures under all weather
events.
By providing weather information that is more accurate and easily
understood, outcomes of improved mobility, safety, and productivity will
be achieved. Click here for more
information.
2.3 INFORMATION PROVIDED FOR EACH TOOL
The same information is provided for each of the tools under each of
the seven development tracks.Tools described herein refer to solutions or
approaches for addressing rural transportation needs.
In certain cases these tools may be relatively narrow in focus (e.g., a
portable system that displays the speed of approaching traffic) or a
system comprised of remote sensors providing data to a central processing
location for dissemination over the Internet. Specific information
provided for each tool includes:
- Needs addressed : the typical needs addressed by the tool;
- Description of the tool : a concise description of the tool,
including a summary of the technical components and options;
- Real-world examples : a description of a real world example of the
tool. These descriptions use the following headings:
- Goals : a description of the goals that the application of the
tool was intended to
address;
- Approach : the approach that was taken to develop, design,
implement and operate the application of the tool;
- Location/geographic scope : the geographic area covered by the
application;
- Current status : the current status of the real-world application
(for example, is it
still in development, is it operational, etc);
- Future activities : what, if any, plans exist for continuing the
development and use of the application;
- Cost information : information relating to the cost of the tool
application; where
possible the total cost of the deployment is
given;
- Participating institutions : a list of the institutions and
organizations involved in
the application of the tool together with
an indication of how they participated;
- Impacts : an identification of the actual and/or expected impacts
of the application of the tool; and
- Key contacts : a list of the key contacts for the application of
the tool.
The real-world examples have been selected to show how the tool has
been used in a practical way. Where the tool has been used in different
ways, several examples have been selected and described:
- Lessons learned : lessons learned through the development,
implementation and operation of the tool;
- Benefits : an identification of the typical benefits that can be
realized through the use of
the tool; however, benefits listed in
this section may also apply to the overall approach, not just the real
world example that has been highlighted;
- Opportunities : in many cases, a tool has also been used for
applications other than that for which it was first developed. This
section is intended to identify other potential applications that the
tool can be used for and also identifies any relationship with other
tools included in this document;
- Implementation : this section describes the typical implementation
process and highlights
any particular implementation issues that have
occurred;
- Institutional issues : this section describes the typical
institutional issues that have occurred with the development,
installation and operation of the tool;
- References : a list of the references that were used to develop the
description of the tool. In addition to the references listed for each
application, the ITS Resource Guide for 2001 provides a comprehensive
listing of documents, websites, training courses,
and points of
contact related to ITS. |
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3. EMERGENCY SERVICES
This Section contains descriptions of the tools that fall within the
emergency services rural development track. These are:
- Emergency vehicle traffic signal pre-emption;
- Mayday systems;
- Accident investigation systems; and
- Dispatching systems.
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3.1 EMERGENCY VEHICLE TRAFFIC SIGNAL PRE-EMPTION
Needs Addressed
To assist emergency vehicles in improving emergency response
times.
Description
Traffic signals can disrupt the progress of emergency vehicles by
causing them to slow or stop. Since other vehicles in cross traffic often
have the right of way when the emergency vehicle reaches the intersection,
hazardous situations often occur. Pre-emption involves switching the
appropriate signal at a signalized intersection to green to grant an
approaching emergency vehicle right-of-way regardless of the normal
signal-phasing pattern.
Various types of pre-emption systems are in use in urban areas across
the nation. The solution described below is an example of a low-cost
siren-activated system. As it requires minimal additional equipment, it is
considered to be a suitable solution for rural communities.
Real World Examples
Siren Activated Signal Pre-emption (British
Columbia) |
Goals: To improve emergency response by
providing simple and cost-effective signal pre-emption capabilities
to emergency service providers.
Approach: The Sonem 2000 Digital Siren
Detector detects the sirens of emergency vehicles up to half a mile
away from an equipped intersection. This activates a signal
pre-emption phase, giving a green light to the oncoming emergency
vehicle and switching all pedestrian crossings to the Don't Walk
message. The green light can be held for a pre-set time of between 5
and 45 seconds. A visual verification system consisting of a white
light and a blue light is installed next to the regular traffic
signal. When the white light is activated, this confirms to the
driver of the emergency vehicle that it has been given right of way.
The blue light indicates that the intersection is being controlled
by an emergency vehicle approaching from another direction. The
system is manufactured by Sonic Systems Corporation of Vancouver,
Canada.
Location: To date, the system produced
by this vendor has been installed in the Cities of Squamish,
Nanaimo, and Whistler, and the University of British Columbia campus
in the City of Vancouver, all in British Columbia, Canada.
Current Status: The project is
currently operational as identified above.
Future Activities: No future activities
have been established.
Impacts: The impacts have not been
documented.
Cost Information: The cost of equipping
an intersection is approximately $4,000. Discounts for equipping
multiple intersections apply. Vehicles do not need to be equipped
with any additional equipment, assuming they are fitted with a
siren.
Institutions: Participating Cities of
Squamish, Nanaimo, and Whistler, and the University of British
Columbia.
Contact: Robert Scragg, Sonic Systems
Corporation. 1-800-33-SONIC.
Other Examples: LifeLink : rural
version. E. Sterling Kinkler Jr. (210) 522-3478 URICA, New
Mexico; Regional Emergency Action Coordination,
Arizona. |
Benefits
- Emergency vehicles activating a traffic signal pre-emption system
can negotiate an intersection more safely;
- Traffic approaching an intersection where preemption has been
activated by an approaching emergency vehicle is safer;
- Patients transported in emergency vehicles will reach their
destinations in a more timely and safe manner; and
- More timely response to emergency calls.
Opportunities
Traffic signal pre-emption is not limited to emergency vehicles; it has
successfully been used on vehicles such as snowplows or street cleaners
during late-night or early-morning operations. It can assist the operation
of these kinds of vehicles by limiting unnecessary stopping and starting
at intersections. In the case of snowplows, a pre-emption capability could
also be valuable during severe weather conditions. Pre-emption systems are
also widely used to grant public transit vehicles right-of-way at
intersections. This application has been successfully used for both normal
transit operations (i.e., preemption grants right-of-way to all transit
vehicles) and where right-of-way is only granted to transit vehicles
running behind schedule.
Low powered wireless communication devices in vehicles, similar to
garage door openers, could also be used to trigger receivers mounted on
the signaled intersections to give oncoming vehicles a green phase. In
addition, systems using infra-red technology could perform this function.
In noise sensitive operations or environments, a non-siren based system
should be considered.
Institutional Issues
As no special equipment on the emergency vehicle is required, equipped
vehicles could cross jurisdictional boundaries and activate the signals of
neighboring cities or counties if the same siren-based system is also
deployed there.
Implementation Issues
In one instance, shortly after implementing a sirenactivated signal
pre-emption system (manufactured by another vendor), local drivers
discovered that signals could be pre-empted by activating their car
alarms. Depending on the frequency of the siren technology, this may
occur with other implementations as well.
References
Technology in Rural Transportation Simple
Solutions, FHWA publication number FHWA-RD- 97-108, October
1997.
US DOT
booklet on signal preemption, available from the Electronic Document
Library. |
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3.2 MAYDAY SYSTEMS
Needs Addressed
An emergency notification system that will:
- Reduce accident response time in remote areas;
- Provide an advanced ability to utilize cellular technologies and
geographic information systems for emergency notification;
- Transmit geo-coded location information and valuable crash severity
data; and
- Enhance emergency management through integration of technologies and
coordination among emergency service providers.
Description
Mayday systems provide some kind of notification to a response center
in case of a breakdown or accident.
They utilize wireless communications from vehicle to call center and
units and can be activated manually or automatically. They typically use
GPS location technology to automatically identify the location of the
vehicle.
Enhanced Mayday systems can detect and transmit crash information
(e.g., crash primary direction of force, crash delta velocity, final
resting position of the vehicle, etc.) to a call center that subsequently
contacts an appropriate response organization (fire, ambulance, police)
and provides them with all necessary data derived from the in-vehicle
Mayday system.
In the case of a severe crash, a victim's chances of survival are
directly linked to the time it takes for the emergency service to respond.
Essentially, three time-related factors are relevant:
- The time it takes stranded or injured travelers to establish
communications with a Public Service Answering Point (PSAP), and relay a
request for help;
- The time it takes dispatchers and response personnel to acquire
information about the crash location, the nature of injuries and the
number of victims involved, either from the motorist involved or by
other means; and
- The time it takes for response personnel to reach the victims with
the proper equipment (i.e., able to treat and transport all victims
appropriately).
Emergency response times associated with these three time factors
average 52.4 minutes in rural environments, and 34.9 minutes in urban
environments. Responding to severe accidents within one hour (the
so-called "golden hour") can significantly reduce fatalities.
Real World Examples
Minnesota Mayday Plus (Minnesota) |
Goals: To implement a system that will
evolve into scalable deployment and identify and resolve
institutional issues that surround Mayday implementation.
Approach: In 1995, Mn/DOT developed a
concept, implemented, tested and subsequently evaluated its Mayday
Plus project through a unique public-private effort. The goals of
this 11 county project were:
- To help resolve institutional issues
concerning the necessary exchange of information between public
and private emergency service providers;
- To evaluate the
technical enhancements required to fully automate collision and
severity notification at an acceptable cost;
- To assess the
commercial viability of motorists' emergency call services
utilizing stateof-the-art positioning and communications
technologies; and
- To promote
national and international standards for information exchange
relating to advanced emergency call systems.
Mayday Plus integrated global positioning,
in-vehicle sensors and digital and cellular phone technology.
Location: Southeastern Minnesota (11
county area surrounding Rochester).
Current Status: The six-month
evaluation of the Mayday Plus system commenced in August 1999, the
final evaluation report was completed in March 2000.
Future Activities: Mn/DOT is seeking to
identify new opportunities to continue the development of its Mayday
system. Interest at the national level to further pursue ITS
implementation in public safety efforts has provided funding for a
national field operational test of Mayday involving the commercial
sector.
Impacts:
- Data and voice calls from the vehicle to
emergency response centers proved successful.
- Average time between initial button push
of Mayday device to receipt of the call at the emergency response
centers was 75 seconds.
- Demonstrated the technical feasibility of
a Mayday emergency response infrastructure.
- Volunteer participation in the project was
more than expected.
Operational, sets the stage for linkages
with commercial devices.
Cost Information: $3,000,000
Participating Institutions: This project
brought together numerous stakeholder agencies with Mayday interests
in the form of a public/private partnership. They were:
- Minnesota Department of Transportation
(Mn/DOT),
- Minnesota State Patrol District 2100 (MSP
2100),
- Mayo Clinic including the Mayo Emergency
Communication Center (MECC), Gold Cross Ambulance, and Emergency
Room and Trauma Center,
- Veridian Engineering,
- Midwest Wireless Communications Cellular
2000,
- Rural Metro Medical Services (Rural
Metro),
- American Automobile Association (AAA) of
Minnesota/Iowa, and
- Castle Rock Consultants (the independent
evaluator).
Throughout the project, these partner agencies
(the Core Group) met at least once a month. This project provided
considerable insight into the needs of medical response agencies and
law enforcement response agencies as they relate to Mayday.
Contact: Farideh Amiri, Project
Manager, (651) 296-8602
Other Examples: NY Automated Collision
Notification (ACN) System Colorado Mayday Project Puget Sound
Help ME (PuSHMe) Project (Seattle, Washington) US 93 Mayday
System, AZ |
Benefits
- Identification of location of traveler in need of assistance.
- Communication of crash information to emergency response providers
to enable most appropriate response team and equipment.
- Reduced fatalities.
- Reduced incident impacts.
- More efficient use of emergency response resources.
Lessons Learned
- Strong partnerships were the basis of the success of the Mayday Plus
project.
- Training (initial and on-going) is key for user acceptance of the
system.
- Mayday devices need to be affordable (under $250) for users to want
a system in their vehicle.
- Accurate time stamps and time synchronization is difficult to
achieve.
- Integration of Mayday interfaces in emergency response centers with
existing systems would improve user acceptance and facilitate usage.
- The number of originally anticipated test calls for adequate
training was underestimated. More appropriated test days were required.
- The uncertainty of workload presented difficulties for dispatchers
to handle test calls.
Opportunities
The research performed thus far has only begun to address a small
number of issues that inhibits the successful deployment of a Mayday
infrastructure. Many opportunities still exist for further testing
and evaluation. These include:
Research to document the "gaps" in cellular coverage or to work with
cellular providers to discuss plans for coverage expansion. Addressing
cellular roaming issues. The extent of this problem is not well documented
nor has there been any formal public sector interaction with cellular
providers to discuss such issues. A research project that defines the
problem and discusses possible solutions with representatives of cellular
providers (such as the Cellular Telecommunications Industry Association
CTIA) is recommended. Institutional issues related to communications with
public and private emergency response providers including: answering point
challenges and accuracy issues, and testing of emerging and developing new
Mayday standards. Public sector funded research and testing involving both
the technical and medical professions must continue to ensure that
potential for Mayday is advanced (at least in a demonstration environment)
to the level that medical and transportation professionals can make
educated recommendations to the degree of which such deployments are
justifiable. Research is needed to determine, from the medical
perspective, what improvements in patient care are considered significant.
Research is also required to encourage that current Mayday systems be as
upwardly compatible as possible.
Institutional Issues
- Protocol differences in call routing of cellular 9-1-1 calls need to
be examined at the beginning of the project.
- Successful statewide, regional, and nationwide infrastructure is
dependent on increased commercial provider involvement.
- Commercial Mayday products, while they function in a similar manner
as the system tested within the Mayday Plus project, do not provide a
direct data link to emergency dispatch centers.
- Third-party message centers currently use the National Emergency
Number Association database for forwarding emergency calls. These calls
do not receive the same amount of priority as other cellular 9-1-1
calls.
- PSAPs do not want to receive third party calls.
- The lack of knowledge of public and private sector operations has
spurred the need for increased cooperation. Issues that need
consideration include call routing to the most appropriate public safety
response agency as well as better information for appropriate points of
contact of commercial devices.
- A highly regarded issue is ensuring proper training of third party
dispatchers. The primary concern is providing adequate queries of
drivers. Following proper procedures will limit the number of false
alarms and better qualify call routing for appropriate response.
- Public agencies fear they will have to carry the burden of
inadequate response as a result of third party misinformation.
- There is fear of the invasion of privacy, for example, using Mayday
devices for vehicle tracking or monitoring.
- States are unaware of the promises made by private vendors to
customers. In all likelihood, when a system fails to perform in an
emergency and public safety is unable to respond to the scene, the
emergency service providers will take the blame. The public sector may
play a role in managing the expectations of Mayday systems.
Implementation Issues
- Implementation of Mayday infrastructure equipment may be too costly
for smaller public safety answering system.
- Lack of end-to-end, reliable, nationwide wireless communications
infrastructure particularly in rural environments.
- Some rural areas are not even equipped to answer land-line 9-1-1
calls.
- Answering point challenges and accuracy of information.
- Private sector need for standardization of message sets and call
routing procedures, and government approval of Mayday devices.
- Transferring calls between PSAPs of varying technical capabilities.
References
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Click the image to see the full size version |
3.3 ACCIDENT INVESTIGATION SYSTEMS
Needs Addressed
Efficiency in police field reporting is needed to streamline the
process of issuing citations, filing accident reports, and noting road
conditions in the field. This frees up officers' valuable time to
address other activities.
Description
Law enforcement vehicles are equipped with laptop computers and in-car
portable printers to automate accident-related reports and traffic
citations. Field data are transmitted via radio frequency, disk or modem
directly to a central database, where the data are stored and studied.
This eliminates paperwork for the police officer filing the report. When
they get back to the station, they do not have to enter their paper notes
into a database. GPS is also integrated into the system to geo-code each
incident in the database.
Real World Examples
Minnesota State Patrol Automated Field
Reporting (Minnesota) |
Goals: To increase the overall
efficiency of field reporting.
Approach: The Minnesota State Patrol is
now using a computerized system to issue citations or send/receive
data on vehicle license plates or drivers' licenses.
Location: A pilot test of the system
has taken place in the Twin Cities metro, Mankato and Virginia areas
in Minnesota. It is anticipated that the system will be used
statewide.
Current Status: The system is currently
in use. GPS capabilities are being added to the system to geo-code
incidents.
Future Activities: The Minnesota State
Patrol would like to implement this system on a statewide basis.
Impacts: Anecdotal evidence has
established that this system is very convenient for reporting
incidents, since a step of paperwork has been eliminated.
Cost Information: $8,000 to $10,000
needed to equip a police vehicle.
Participating Institutions: Minnesota
State Patrol, Minnesota Department of Transportation, Federal
Highway Administration.
Contact: Captain Craig Hendrickson,
Minnesota State Patrol (612) 215-1768
Other Examples: Wisconsin State Patrol,
City of Sun Prairie, Wisconsin
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Automation of Paper Logs for Radio
Communications (Minnesota) |
Goals: To automate the recording of
information received by radio communication operators by entering it
directly into the computer.
Approach: Currently, most of the
information received by radio communication officers via radio or
telephone is handwritten on paper logs. Minnesota State Patrol (MSP)
has plans to develop computer software to enable radio communication
officers to enter information directly into a computer at the time
of the call, enhancing information access among radio operators, and
integrating data into the MSP's Wide Area Network (WAN). The
software would allow operators to attach information from the radio
log and queries to the report forms. There would also be a series of
customized reports developed for radio operators, districts, and
central office to access targeted information.
Location: The system is being tested in
the Twin Cities Metropolitan area.
Current Status: A prototype has been
developed, but plans for implementation have been put on hold as the
MSP hopes to obtain funding for a CAD 9-1-1 system for the Twin
Cities metro area which would meet the same need as this automated
logging system.
Future Activities: On hold pending
funding availability.
Impacts: System has not yet been
implemented.
Cost Information: There are some
commercially available packages that perform these functions,
varying in price. It is estimated that having a customized package
developed would cost in the region of $40,000 to $60,000. This
application is of interest as it could provide a lower
cost alternative to a CAD 9-1-1 system.
Participating Institutions: Minnesota
State Patrol.
Contact: Captain Craig Hendrickson,
Minnesota State Patrol. (612) 215-1768 |
Benefits
- Less paperwork for the State Trooper to fill out in the car. Data is
transferred directly to a central database.
- The trooper has more time to deal with other incidents if needed.
- Data is already compiled and can be manipulated as needed for
incident statistics right in the database.
- More accurate incident data collection since notes are already
stored in the computer for ready use, and the trooper does not have to
recollect the accident to write a report on the incident.
Lessons Learned
System may be unnecessary in areas with CAD 9-1-1 already in place.
Opportunities
In-vehicle personal computers can lead to a whole host of uses:
- In passenger vehicles, these computers can be used to download
traveler information from a proprietary source or even connect to the
Internet via satellite or even FM subcarrier frequency data transfer.
Services such as On-Star from General Motors are proliferating.
- In ambulances, the computer could be used to radio the medical
conditions of the patient and the hospital can be ready for the patient
when the ambulance reaches the hospital. The computer can also be used
to pinpoint the position of the
accident using GPS. This may be used
in fire trucks as well.
- Snowplow operators could use the computer to operate an in-vehicle
guidance system using a GPS satellite tracking system. This computer can
also be used for field reporting of weather conditions. Sometimes,
sensors can be attached to the plow that automatically radio weather
conditions to the central locations.
Institutional Issues
Considerable time must be spent training staff and ensuring that all
users are comfortable with the system.
Implementation Issues
Existing law-enforcement fleets will have to be retrofitted to accept
the computer terminals in the squad cars. Other issues include installing
a receiving station for the data when it is entered into the terminal.
If the computer is to be connected to an outside source, then the route of
the vehicle using the equipment must be within range of the
transmitter whether radio frequency or satellite.
References
National
Model for Statewide Application of Data Collection & Management
Technology to Improve Highway Safety
Technologies in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997. |
Click the image to see the full size version |
3.4 DISPATCHING SYSTEMS
Needs Addressed
The need to centralize and share data between many types of providers
including emergency personnel, transit providers and highway helpers.
Description
On-the-scene incident data, road condition or other data may be routed
through a single dispatch center for processing. The dispatch center acts
on the information request by dispatching the proper emergency personnel
to a traffic incident. Road and weather conditions data may also be
uploaded to a central source and disseminated via various means from
the center.
For example, police vehicles can act as an information provider for
other emergency personnel. In-vehicle digital cameras and pen-based
notebook computers with in-car printers are mounted in all police
vehicles for crime scene and accident data collection, input and
downloading to a central database for immediate availability to other
vehicles responding to the scene, including emergency management
personnel. Information is sent via radio frequency to a command center and
then transmitted along fiber to the in-house dispatch system.
Real World Examples
Dane County, Wisconsin Interagency Dispatch
and Reporting Coordination (Wisconsin) |
Goals: To improve the response of
emergency services in Dane County by providing incident data and
other information before other emergency vehicles, such as fire
trucks and ambulances, arrive at the scene.
Approach: Police officers transmit
incident data via in-car personal computers to a central dispatching
database which is then distributed to other emergency responders
(i.e. hospitals, fire stations, etc.) over a fiber-optic
network.
Location: Dane County, Wisconsin
Current Status: The system is fully
implemented in Dane County. Incident data are now shared throughout
the county.
Future Activities: As software
improves, more capabilities will be added to the system to enhance
the information being shared. If successful in Dane County, then a
similar system will be expanded to serve the entire State of
Wisconsin.
Impacts: The system has enhanced
response time and the preparedness of emergency crews responding to
incidents.
Cost Information: $8,000 to $10,000 are
needed to equip emergency vehicles with the laptop computers. It is
assumed that the system will operate over existing fiber optic
infrastructure between State districts. Funding was provided by the
City of Sun Prairie Wisconsin Police Department, the Federal
Highway Administration and the National Highway Transportation
Safety Administration.
Participating Institutions: City of Sun
Prairie, WI Police Department, Federal Highway Administration,
Office of Transportation Safety, and various other emergency
response agencies.
Contact: Frank Sleeder, Chief of
Police, City of Sun Prairie. (608) 837-7336
Other Examples: Sweetwater County,
Wyoming Coordinated Rural Transit Service
|
Benefits
- Enables emergency responders to be properly prepared for an incident
scene before they get to the scene. This decreases response time and
increases preparedness of emergency crews.
- Enables State agencies, such as engineering and public safety, to
research statistics on incidents for sections of roads. These agencies
can mitigate any safety problems relating to roadway design or
maintenance.
- Transit dispatch centers will request that the closest transit
provider pick up the customer and take them to their destination. This
saves resources for all transit providers and participants form a stable
transit network that can service entire counties.
- Travelers and commuters do not have to search through separate
sources to get their road, weather and traffic information. They can
visit one source that will supply them with their weather information.
Lessons Learned
Emergency response providers in rural areas are eager to have a system
like this implemented because it helps provide efficient services in rural
areas. If their personnel are more prepared at the scene, then safety for
emergency personnel is increased and the chances of giving
adequate medical care in the "golden hour" will increase.
Opportunities
Centralizing data at one dispatch center has other possible uses:
- Sweetwater County, Wyoming has a coordinated rural transit service
where a variety of public and private transit providers (i.e. churches,
schools, daycare centers, senior-citizen centers, etc) coordinate their
transit services through a single dispatch hub. The customer call is
routed through the dispatch center, and a transit provider will take the
customer to their destination. Local businesses may also make use of
this concept by having the providers perform deliveries.
- Statewide road, weather and tourist information may be collected at
one server and disseminated from that point via many methods such as
fax, Internet or telephony.
- Traffic Operations and Communication Centers (TOCCs) and Traffic
Management Centers (TMCs) could function as the dispatch centers by
dispatching police, fire, ambulance or highway helper crews to the scene
of an incident. At the same time the incident is pinpointed, the proper
personnel could be routed to the incident scene via the most direct and
least congested path. TOCCs and TMCs also act as hubs where all sorts of
pavement and traffic conditions data are centralized at one point and
disseminated by various means including Internet, radio, TV, fax and
telephony.
Institutional Issues
For a coordinated emergency or transit dispatch system to work, a high
level of coordination and cooperation is needed by all participants
involved. Public and private participants may have to form an official
partnership to gain cooperation between sides.
Implementation Issues
A system which meets the needs of the various service providers should
be specified, taking into account the available funding, and
commercially available products should be assessed against these
requirements. Should no suitable products exist, then a custom-built
system should be considered, bearing in mind the available resources.
The existing services offered by those agencies that have agreed to
join forces should be inventoried and assessed to ensure that a joint
system will, at a minimum, meet existing levels of service.
References
Technology in Rural Transportation "Simple Solutions", FHWA publication
number FHWA-RD-97-108, October 1997.
Intelligent
Transportation Systems: Real World Benefits; pp. 7, 17. Available from
the FHWA. |
Click the image to see a full size version |
4. TOURISM AND TRAVEL INFORMATION
This Section contains descriptions of the tools that fall within the
tourism and travel information rural development track. These are:
- Broadcast traveler information;
- Traveler information using phones;
- Traveler information using faxes;
- Interactive kiosks;
- Traveler information on the internet;
- Dynamic message signs;
- Traveler Information Services via personal communications devices;
- Traffic cable TV channel;
- Integrated traveler information systems; and
- Smart call box.
|
|
4.1 TRAVELER INFORMATION USING PHONES
Needs Addressed
Providing weather and road condition information to travelers pre-trip
to assist them in making travel decisions in a cost-effective manner.
Description
This service is useful to pre-trip travelers who, by using the
telephone menus, may judge the current conditions of the roadways and the
other transportation modes. The service is flexible in that it allows for
the provision of different levels of detail, and geographical and modal
separation, under the menu structure. This service is also flexible in
that cellular telephone users may access this information en route. A
drawback is the problem of raising travelers' awareness of the service to
the level where they will use it frequently. For a service that is
provided in conjunction with other activities, such as on TV or on
roadway-based signing, the traveler does not have to make a conscious
decision to initiate the service: whereas for this type of service, the
user's actions are required.
Required for the system is an easy-to-remember toll-free number that
will either connect to an operator or, more inexpensively, play
pre-recorded traveler information messages. The messages need to be
updated regularly by staff members and should include the date and time of
the message.
For commercial vehicle operators and travelers making long multi-state
journeys, telephone dial-in systems allow users to access information for
not only the current state, but also future states along the route. This
is important in the planning for route diversions and "go / no-go"
decisions. Initiatives in this area have been advanced by USDOT's
commitment to the establishment of a single number (5-1-1) that will be
available nationwide.
Real World Examples
Wisconsin 1-800-ROADWIS (Wisconsin) |
Goals: To increase traveler safety in
inclement weather by providing information to deter or postpone
trips. Construction information is provided to decrease congestion
in construction zones, and provide information ahead of time so
travelers can plan to take alternate routes.
Approach: The Wisconsin Road Conditions
800-number is a telephony-based traveler information system that can
be accessed at 1-800-ROAD-WIS (762-3947). This system currently
provides:
- Seasonal construction information on
interstate and state trunk highways. The system provides a voice
recording of road closures and restricted lane widths or weight
restrictions on specified sections of highways. An advisory board
takes a compilation of all construction projects around the state
and highlights 12-14 construction projects that are on main trunk
highways.
- Winter road conditions on interstate and
U.S. highways. The system provides a voice recording of driving
conditions on specified sections of highway. The information is
updated at least three times per day during the winter season
using county sheriff reports and state patrol
observations.
The system consists of two AEC (Automated
Electronics Corporation) Messenger 612 automated answering systems
with 24 phone lines per unit. The system plays the recording once
and disconnects. During the winter season, the Road Report system
averages approximately 55,000 calls/month. The Wisconsin State
Patrol is primarily responsible for manually processing a majority
of the data for the Road Report system.
Location: Interstate and US highways
across Wisconsin.
Current Status: Construction data are
provided during the summertime. All construction for state and
interstate highways are provided for the season. Wintertime data is
updated 3 times per day.
Future Activities: No future activities
are currently planned.
Impacts: The program is considered a
success.
Cost Information: System setup costs
will vary according to complexity, however on a per-call basis, each
minute costs the DOT $.05-$.07. A voice recognition system that
allows the caller to verbally make selections may be implemented for
$20,000.
Participating Institutions: Wisconsin
DOT
Contact: Tyrone Paulson, (608) 846-8500
Other Examples: Washington DOT Mountain
Pass Report |
Benefits
- Improved weather information for operations such as snow removal,
anti-icing activities, and paving operations.
- Centralized repository and distribution point for weather
information.
- Platform independent system provides greater access to information.
- Real-time access to weather information pre-trip and en-route.
- Improved local weather information for towns and cities.
- Consistent resource for statewide information.
Lessons Learned
System may be overrun during peak travel times, leading to user
dissatisfaction.
Money for highway signs advertising the 511 number should be included
in project budget.
Opportunities
If funding is an issue, it may be beneficial for agencies to consider
asking a private company to sponsor the traveler information line in
exchange for including the company's name in the messages. An Internet
data entry tool can be developed that enables a Web site to dynamically
display current road forecasts and conditions. RealAudio can be used to
play the advisory messages over the Internet.
Institutional Issues
Staff time is required for the composition and recording of messages,
which must be updated several times a day. In some cases, road conditions
may be provided by multiple agencies, such as the State Patrol and DOT
Maintenance, in which case some coordination will be necessary.
Implementation Issues
Dial-up phone systems are easily implemented, however a challenge may
lie in making the public aware of the system's availability.
Reference
Inventory
of Traveler Information Services and Commercial Opportunities in the I-95
Corridor, pp 2-45. Available from FHWA. |
Click the image to see a full size version |
4.2 TRAVELER INFORMATION USING FAXES
Needs Addressed
Provides weather and road condition information to a wide range of
users to assist in making travel decisions in a cost-effective manner.
Faxes concerning weather, road conditions and road closures sent to key
users (such as commercial vehicle dispatchers, taxi dispatchers, or
delivery services) can be broadcast to a large number of fleet vehicle
operators. Also, faxes may be sent to major employment hubs (such as large
office buildings, or factories) to be posted in central locations (e.g.
where employees sign in/out, or enter/exit the building.)
Description
Increasingly detailed and up-to-the-minute information is becoming
available concerning road and weather conditions. This simple solution
provides a means of providing this information to a wide audience at a low
cost. With access to a fax machine, road and weather condition information
together with other types of traveler information can be received from a
central agency. Information can be faxed either on demand, according to a
predefined schedule, or on a flexible basis to alert users to changes in
conditions. Information may be specific to the needs of the user or may be
more general in nature.
Other means of disseminating general traveler information or specific
road/weather condition information on a low-cost basis using widely
available equipment could include:
- E-mail could be used to disseminate information to anyone with
access to an e-mail account. Email could also allow for transfer of data
files, pictures, written text or audio;
- Voice messages could be recorded and sent out over commercial voice
messaging systems;
- Voice messages could also be recorded on an agency's voice mail
announcement allowing end users of the system to call up and listen to
the announcement; and
- Internet information services.
Real World Examples
Colorado Traveler Information via Fax Machine
(Colorado) |
Goals: To provide weather and road
condition information to a wide range of users in a cost-effective
manner.
Approach: Current weather and road
condition information and short-term forecasts are faxed to a list
of approximately 200 user agencies, including freight haulage
companies, ports of entry, visitor centers, ski areas, radio
stations and television networks. The information, which is around
two pages in length, is usually faxed out by a service once a day in
the summer months and approximately four or five times a day during
the winter. In addition to these regular bulletins, supplementary
faxes are also sent to warn of unusual or particularly severe
conditions, such as avalanches, the opening and closing of passes,
or to advise travelers to put on or remove snow-chains. The
information is collated using a variety of sources including
Colorado DOT's 88 weather stations installed around the State, a
NOAA terminal situated at the Traffic Operations Center, the
Colorado State Patrol, and verbal reports from ports of entry
personnel.
Location: Agencies throughout the State
of Colorado receive the information. In addition, agencies along the
I-70 and I-80 corridors into Wyoming and Utah are also provided with
the information.
Current Status: This project is
currently operational.
Future Activities: CDOT plans to work
with the telecommunications service provider to customize the system
to better meet their needs. Additional features CDOT requires are as
follows:
- More detailed transmission reports
providing details of failed transmissions in a more timely manner
so faxes can be sent to these recipients manually by CDOT.
- More flexibility to stop the fax run
partway through if new information is received.
- One rather than two retries if a fax
number cannot be reached at first in order to speed up the overall
process.
Impacts: The current system has been in
operation since the beginning of December 1996. So far, the system
has proved to be a vast improvement over the previous method due to
the increased speed with which information is transmitted to the
users. In addition, TOC staff time can be better utilized, now that
CDOT personnel do not fax the information themselves. No staff
positions have been lost as a result of the fax automation.
Cost Information: IdealDial charged
CDOT $250 for the set-up fee. However, the customary fee for setting
up such a service depends on the number of fax recipients, and is
usually around $1,000. As CDOT uses IdealDial for other services a
discount was applicable. In addition to the set-up fee, CDOT pays a
per minute usage fee for fax transmission. The costs for
transmission also vary by volume of transmissions and would decrease
significantly for greater quantities of information.
Participating Institutions: The system
is operated by the Colorado Department of Transportation Traffic
Operations Center. The fax services are provided by Expedite through
the IdealDial service provider.
Contact: Michele Kayen, Colorado DOT
Traffic Operation Center. (303) 512-5802.
Other Examples: Branson TRIP,
Missouri Duluth / St. Cloud TOCC,
Minnesota |
Benefits
- Travelers are better informed about conditions on the roadways
before embarking on trips, without requesting information;
- Fleet operators are more informed about the road conditions and can
plan dispatching accordingly;
- Agencies can provide services at a low-cost;
- Improved safety and efficiency on the roadways;
- Greater client confidence in adherence to delivery schedules;
- Improved public perceptions of value provided by public agencies.
Lessons Learned
The information used to be sent out from the Traffic Operations Center
itself, using a series of six fax machines using pre-programmed broadcast
lists. Given the number of recipients and the frequency of faxes,
especially in winter, this system was very laborintensive. Recently, CDOT
contracted with a consultant and telecommunications company to provide fax
services. The information is faxed from a CDOT PC to the service provider,
from where information is broadcast virtually simultaneously to all
recipients. Users receive the information in between three and nine
minutes from the time of receipt at the service provider depending on the
number of "retries" that are necessary to connect with their fax
machines.
Opportunities
Although requiring some software modifications, other potential uses
for this technology could include:
- On-demand directions to and from specific locations;
- Traffic and road condition reports tailored to a specific route,
either for a regular commute or for a less frequent trip, such as a
vacation or traveling to relatives for holidays; and
- Software such as WinFax can be used to send a fax to a preprogrammed
set of phone numbers without manually dialing each one.
Institutional Issues
Interested agencies must define the geographic area for which
information will be provided, for example, a city, corridor, county, or
statewide. Agencies must decide what types information will be included in
the fax. It also may be appropriate to determine what information services
are already being offered by other agencies, including private sector
organizations, so as to avoid providing redundant information, or
providing a service where none is needed. Agencies should also determine
whether they plan to charge users for the faxes, and whether this would be
on a flat subscription fee basis or whether charges would vary according
to the actual amount of information and number of times faxes are
received.
Implementation Issues
Agencies should perform some research into the potential numbers of
users interested in receiving the faxes, given the area of coverage, the
types of information available, and the fees for receiving information, if
applicable.
When considering implementation the system, agencies should consider
the cost implications of future demand by additional users. If the service
is currently provided for free, the agency may, at some point, need to
start charging new subscribers to receive the faxes.
References
Technology in Rural Transportation Simple
Solutions, FHWA publication number FHWA-RD-97-108, October
1997.
Inventory
of Traveler Information Services and Commercial Opportunities in the I-95
Corridor, pp 2-39. Available from FHWA. |
Click the image to see a full size version |
4.3 INTERACTIVE KIOSKS
Needs Addressed
Kiosks enable travelers to access a variety of information typically
including:
- Special event and parking;
- Tourist (i.e., hotel accommodations, restaurants, recreational
activities, local event calendars);
- Road (directions, closures, detours, snow plow routes) and weather
conditions (snow and ice removal);
- Transit schedules; and
- Corridor-wide information, including the international border with
Canada.
Description
Interactive kiosks provide users with real-time information via simple
text and graphical interfaces. Kiosks can use commercial Internet
technology and web pages to display real-time information; alternatively,
they can use displays and communication systems proprietary to the
agency.
Kiosks are traditionally located at tourist areas, rest stops or
activity centers in rural areas. Interactive kiosks can allow business
employers, transit riders and other users to access any road construction
and weather information currently available on State DOT web pages.
Interactive kiosks provide a cost effective, short-term ITS deployment.
The interactive kiosk network system is scalable in that units can be
added or subtracted from the system without disruption. Currently, kiosk
networks have been deployed in several areas.
A kiosk may access traveler information for an entire region, as well
as local advertising and information of local interest. Travelers may also
have the ability to print maps and coupons. Information feeds to a kiosk
may include links to the National Weather Service, Road/Weather
Information Systems (RWIS) and a statewide database of construction work
zones, closures, and detours.
Selecting the correct sites for kiosk placement can be critical to
successful deployment. Optimal locations have a significant amount of
walkthrough traffic such as rest stops, visitor centers, and tourist
attractions. Live on-screen maps can show other kiosk sites so the
traveler knows where the information is available throughout the
State.
Real World Examples
Minnesota Rural Kiosks in Duluth and St. Cloud
(Minnesota) |
Goals: To allow travelers to access
real-time weather and road condition information at a stopping point
along a trip.
Approach: Internet based kiosks were
installed that allow free access to DOT pages offering traveler
information. Kiosk users wishing to check email and surf the
Internet for pleasure, pay a fee. The fees collected subsidizes the
machine and pays the communication and ISP charges.
Location: Duluth shopping mall, St.
Cloud hotel
Current Status: Roughly 3-4 months was
spent identifying hosts willing to locate kiosks at their business.
Installation of the machine takes less than a day.
Future Activities: Add additional
kiosks if supported by the revenues
Impacts: Kiosks reach a limited number
of travelers, but are very visible to travelers and perceived as
very useful when needed.
Cost Information: Kiosk hardware is
roughly $5,500. Monthly connection/phone costs are $50. Anticipated
CPU replacement after 3 years is $800. Monthly revenues range from
$75 - $150/month seasonally.
Participating Institutions: Castle Rock
Consultants is the private partner, operating each kiosk.
Contact: Tom Peters, Mn/DOT (651)
296-3062
Other Examples: Montana tourism
kiosks Branson Interactive kiosks |
Benefits
- Free, easy access to information at any time of the day, week or
year.
- Stimulates local economies, bringing tourist revenue into a city or
region, and promoting local businesses to residents
- Cost effective supplement to existing tourism information services
- Available method to disseminate collected information
- Sites often have links to neighboring cities / regions providing
easy access to a wide range of information sources
- Traffic/congestion management when travelers re-route around work
zones.
- Increased work zone safety due to less congestion.
- Promotes local transit, traveler services, and parking facilities.
Lessons Learned
Several host sites were identified to house kiosks. Each of these
potential hosts were approached with an opportunity to host the kiosks
with no cost to the host, and opportunities for joint marketing of the
project. Host sites were typically skeptical of the prospects of hosting
kiosks, primarily due to unfamiliarity with such devices. Therefore, one
key lesson is to not underestimate the time and costs of locating willing
hosts.
Opportunities
Various options exist for increasing the sophistication of services
offered via the Internet, including:
- Traveler/tourist information tailored to a specific route, such as a
planned or potential vacation route. Users could enter an origin and
destination within a state or region and be offered a variety of
attractions and activities, accommodations, and restaurant options
within a specified distance of their main route. Again, by diversifying
the kiosk locations in both public (i.e., DOT Regions, visitor centers,
airports) and private (hotels, large corporations) sites will attract
all types of users to the public information.
- Traveler/tourist information tailored to the needs of specific
travelers, such as their budget, whether they are looking for a
children-oriented vacation, or any special interests or mobility needs
they may have.
- Reservation facilities could be offered to travelers enabling them
to remotely book and pay for accommodations, special events, excursions,
restaurants, for example. On-line booking capabilities will broaden the
audience the kiosk will serve to include persons needing to make hotel
reservations, and transit/paratransit ride reservations.
Institutional Issues
The deployment of an interactive kiosk network requires operations and
maintenance for upkeep at on-site locations (i.e., collecting cash in
machines, cleaning, equipment tune-ups). Appropriate agreement must be in
place to support public-private partnerships if they are to be used.
Implementation Issues
Depending upon the vendor, most kiosks are off-the-shelf and easily
deployed. In rural areas, the quality and speed of local ISPs may be an
issue.
References
Report
on Observations of Tourists using Kiosks, available from FHWA
Electronic Document Library
ITS Field
Operational Test Summary: Atlanta ATIS-KIOSK Project, available from
FHWA Electronic Document Library |
Click the image to see a full size version |
4.4 TRAVELER INFORMATION ON THE INTERNET
Needs Addressed
Disseminate traveler and traffic information that can be accessed by
the greatest number of individuals and provide timely and accurate traffic
and tourist information.
Description
More and more agencies are providing some form of traveler or tourist
information on Internet web sites. These agencies include states, cities,
counties, Chambers of Commerce, and private organizations, for example,
associations of innkeepers. Not only is this type of service relatively
inexpensive to provide and maintain from the agency perspective, it is
also available at very low cost to the end user, assuming they have access
to a PC, modem, and the necessary software. Information provided varies
widely and can range from general information concerning a state or
region, to detailed information such as specific accommodations,
restaurants and parking facilities.
Real World Examples
Oregon DOT Statewide TripCheck System
(Oregon) |
Goals: To disseminate statewide
information on the Internet to assist travelers in reaching their
destination.
Approach: The Oregon TripCheck System
allows ODOT offices across the state to easily enter conditions such
as road closures, vehicle restrictions (i.e., width or weight),
construction, or other closures. The TripCheck system then
disseminates information to travelers by displaying clickable icons
on a map for display.
Location: Statewide
Current Status: Currently operational,
enhancements and expansions expected in 2001.
Future Activities: Through
relationships with other agencies, additional information is being
considered for implementation to support travelers.
Impacts: Oregon DOT tracks the number
of user sessions. The number of user sessions during peak months
(i.e., January) has reached 350,000 user sessions per month. During
non-peak months, user sessions range from 100-200,000 per month.
Cost Information: Annual operating
budget of approximately $117,000. This does not include the costs of
staff that enter condition reports around the State. Also, this cost
does not include maintenance of in-field cameras and sensors. These
costs are absorbed into the budget as part of ODOT's Traffic
Management System.
Participating Institutions: Oregon
Department of Transportation
Contact: Galen McGill (503) 986 -
4486
Other Examples: Minnesota Statewide
Traveler Information |
Benefits
- Inexpensive, easy access to information.
- Stimulates local economies, bringing tourist revenue into a city or
region, and promoting local businesses to residents.
- Cost effective supplement to existing tourism and information
dissemination services.
- Sites often have links to neighboring cities/regions providing easy
access to a wide range ofinformation sources.
- Promotes local transit, traveler services, and parking facilities.
Lessons Learned
Systems such as this result in many feedback email messages sent from
end users to the site providers. The emails contain both positive and
negative feedback. ODOT plans for staff time to respond to the comments of
travelers.
Opportunities
Various options exist for increasing the sophistication of services
offered via the Internet, including:
- Kiosks that provide access to an agency's traveler information web
site may be installed either at rest areas or other locations within the
area of interest, or at other regions' tourism offices, including
neighboring states. The kiosks could also be provided at travel
agencies, airports, car rental locations, and transit hubs.
- Traveler/tourist information tailored to a specific route, such as a
planned or potential vacation route. Users could enter an origin and
destination within a state or region and be offered a variety of
attractions and activities, accommodations, and restaurant options
within a specified distance of their main route.
- Traveler/tourist information tailored to the needs of specific
travelers, such as their budget, whether they are looking for a
children-oriented vacation, or any special interests or mobility needs
they may have.
- Outside links may be provided to reservation facilities, enabling
travelers to remotely book and pay for such services as accommodations,
special events, excursions, and restaurants.
Additional information types could also be provided, if the information
is readily available at reasonable cost and if any required inter-agency
agreements can be reached, to offer the following information:
- Forecast road and weather condition information.
- Information on construction and maintenance activities likely to
affect travelers on their specified route.
- Real-time weather and delay information.
Institutional Issues
When deciding to provide an Internet information service, the agency
should be sure not to underestimate the effort required to maintain the
service and keep all information current. If the site is not maintained
adequately, the service and the agency could lose credibility with users.
Public-private partnerships may be considered to help minimize the public
sector maintenance costs.
Implementation Issues
No significant issues were identified. It has been concluded that
Internet dissemination is a good mechanism for extending the benefits of
cameras and sensors.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
National
Road Closure and Information
TripCheck
TripUSA.com |
Click the image to see a full size version |
4.5 DYNAMIC MESSAGE SIGNS
Needs Addressed
Dynamic Message Signs (DMS) are useful for advising travelers en-route
of upcoming or existing events on the roadway. The intent is to increase
safety and prepare travelers for road conditions ahead, or notify
travelers that certain events will be happening in the near future.
Description
DMS provide text messages via a large lighted display, which can be
varied in width and height. The text the signs display can be programmed
from a remote location using a wireless transmitter or phone line and
modem. DMS can have either a permanent or portable installation. Either
way, DMS are useful in disseminating traveler information.
Metropolitan traffic management centers prefer a strategically placed
permanent installation. Usually, the DMS are mounted as overhead signs or
on overpasses and are hard-wired with a power supply and telephone line.
These are used more for incident management, since traffic conditions can
change by the minute. A permanent installation can also be used as part of
some type of warning system, such as fog, avalanche or ice detection
systems.
DMS can be used to inform travelers of other spot hazardous conditions,
such as construction or other events that may cause traffic congestion or
an area that extra caution needs to be taken when traveling.
Portable DMS offer special advantages. They are lower in cost (in terms
of installation costs and the fact that a supporting structure is not
necessary) and may be shared between agencies. Due to their mobile nature,
they may be moved around to various locations as the need arises. They
have the capability of being multi-purpose, for example they may post
weather, event or incident information.
Real World Examples
Dane County Dynamic Message Sign Deployment
(Wisconsin) |
Goals: To notify the traveling public
of upcoming construction or maintenance.
Approach: A dynamic message sign is
deployed a few weeks prior to construction or road maintenance to
notify roadway users to take an alternative route, for example. Or,
if construction is in progress, it may advise motorists of lane
restrictions.
Location: Dane County, Wisconsin. Any
location where traffic will be impacted, including construction and
maintenance sites, special events, and emergencies.
Current Status: As of January 2001,
Dane County has four portable Dynamic Message Signs.
Future Activities: The DMS are useful.
Anecdotal feedback has been positive and use of the DMS will
continue. The county would like to add more signs for a few
permanent and semi permanent locations.
Impacts: Travelers respond well to the
advance notification of construction and maintenance activities.
Phone calls from angry or distressed citizens regarding traffic
delays have stopped. County officials appreciate having another form
of communication available in times of crisis and/or emergency.
Cost Information: Each DMS costs
$25,000. Dane county is currently funding them through Capital
Improvement funds and Federal grants.
Participating Institutions: Dane
County; FHWA
Contact: John Norwell, Dane County. (608)
266-4011
Other Examples: DMS can be found in use
on a nation-wide basis. Minnesota uses them extensively for upcoming
urban construction projects. |
Colorado Incident Management Using Dynamic
Message Signs (Colorado) |
Goals: To enable corridor incident
management using dynamic message signs.
Approach: The Colorado Department of
Transportation is installing 23 DMS on an interstate corridor. The
signs are controlled from a central hub, with an on-screen
visualization of the network being available to the operator. This
corridor experiences heavy seasonal traffic and the objective is to
place signs at interchanges where alternate routes can be taken to
enable travelers to bypass congested areas and any incidents that
occur.
Location: The signs are located on the
I-70 corridor between Utah and Vail Pass, Colorado.
Current Status: The signs have been
installed and are in use.
Future Activities: The DOT is looking
to link the signs to a central location using a planned fiber optic
network.
Impacts: No results are available at
this time, but from previous experiments with dynamic message signs,
it is shown that they can mitigate traffic flow during
incidents.
Cost Information: Mobile DMS units cost
$25,000 each plus cellular telephone connection. Permanent
installations cost $18,000 to $20,000, depending on the availability
of communications infrastructure. DMS may also be rented or leased.
There are also installation and integration costs, which may be
thousands of dollars depending on the expense of the fiber optic
network they plan to install for these signs.
Participating Institutions: Colorado
Department of Transportation
Contact: Jim Nall,
Colorado DOT. (970) 248-7213
Other Examples: Many cities with
traffic management centers use DMS in their incident management
plans. |
Benefits
- When there is construction in progress, travelers feel safer when
they know what is ahead of them. The DMS may also post a detour, so
travelers may feel more inclined to avoid the construction if they see
the DMS. The use of detours will help to reduce traffic backups near the
construction zone.
- Portable DMS may be placed in an area with a notice that
construction is set to begin on a certain date. This advance notice
allows commuters time to plan a different route to work.
- Safety of workers in construction zones is improved because
travelers are warned ahead of time of conditions downstream and are less
apprehensive about driving in the construction zone.
- The blinking sign acts as a beacon, catching the attention of the
drivers and gets them to make lane changes and detours as soon as
possible.
Lessons Learned
- DMS are more effective than regular construction signs for capturing
the attention of travelers.
- Travelers not only want to know that there is construction, but what
kind of construction it is and why the construction zone is there.
- DMS may be used for multiple purposes, including weather warnings
and incident reporting.
Opportunities
DMS may be used to:
- Warn of spot hazardous conditions such as rough roads during spring
thaw or traffic backups approaching a construction site or accident
scene.
- Assist with traffic management during events that attract a large
amount of people.
Institutional Issues
For permanent DMS, the DOT will be the primary user, however for
temporary DMS, users may include highway patrol and construction
contractors. DMS requires minimal staffing. However, agencies will need to
delegate responsibility in terms of who is responsible for the messages
that appear on the signs, and in the case of portable DMS, who is
responsible for tracking the signs' location. Instutional issues
associated with DMS messages are few as long as the portable DMS do not
create a diversion to drivers and the messages conveyed are correct and
concise.
Implementation Issues
DMS is a simple and widely used technology that is easy to install and
use.
References
New
York State ITS Toolbox for Rural and Small Urban Areas
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997.
ITS
Standards Web site, DMS Application Area
FHWA MUTCD Web
site
Roadway
Flash Flooding Warning Devices Feasibility Study, available from FHWA
Electronic Document Library. |
Click the image to see a full size version |
4.6 BROADCAST TRAVELER INFORMATION
Needs Addressed
Stakeholders want a simple, easily accessible mechanism through which
traveler information can be disseminated. Such a mechanism should offer
the flexibility to disseminate information over a more localized area or
over a much wider area (for example, regionally or statewide).
Commercial vehicles are one example of a specific user group that
benefits from broadcast traveler information. Typically, for commercial
vehicles to benefit, they must receive frequent updates on road conditions
over large areas to schedule departure times or plan for route
diversions.
Highway Advisory Radio (HAR) is one broadcast traveler information
solution. Information typically disseminated via HAR includes:
- Special events and parking;
- Road closures and detours;
- Inclement weather conditions;
- Alternative routes in known congested areas; and
- Trail information.
Description
HAR systems have been used by many DOTs throughout the US and have
provided valuable information to system users. The primary advantage of
HAR is that it reaches travelers using a device they already have in their
vehicle: the radio. Most HAR stations broadcast at 10 watts or less,
meaning their effective range is no more than a few miles. HAR can be
broadcast on both AM and FM frequencies.
Many HAR systems broadcast recorded information on traffic
conditions and tourist-related activities to users in a limited
geographical area; new recordings are made when conditions change
sufficiently. Some systems provide the capability to remotely switch
between alternative messages.
Historically, these systems have been best deployed to meet the needs
of travelers in tourist or work-zone areas where the information to be
provided is reasonably predictable and as a result, significant effort is
not required to update the system.
Information signs to indicate to the travelers that the service is
operational are commonly used. As with dynamic message signs, travelers
can become desensitized to the medium if information is not kept
up-to-date or incorrect information is broadcast.
HAR systems can be deployed quickly to provide work-zone and
tourist-related information for example. In the longer-term, enhancements
to traditional HAR systems open up opportunities such as linking
successive HAR broadcast towers in order to deliver a continuous message
to travelers as they move between HAR coverage areas.
Real World Examples
Florida Traveler Information Network
(Florida) |
Goals: Provide emergency alerts and
traveler information to Florida travelers through a cost effective
public/private partnership.
Approach: TIRN Broadcasting has
contracted with Florida DOT to provide traveler information to
Florida travelers in exchange for right-of-way access to erect large
signs that say "Traveler Information Radio" and the particular radio
frequency of the affiliate in the area. Under the partnership,
Florida DOT gets one minute for every ten-minute segment to report
traffic incidents, lane closures, work-zones, etc. During natural
disasters and emergencies, Florida DOT has the authority to take
over TIRN Broadcasting to disseminate emergency traveler
information. TIRN Broadcasting is allowed to erect a total of 4,600
signs along Florida highways and sell four minutes of each
ten-minute segment as commercials. The broadcasting will be similar
to popular news formats where information is given at predetermined
times - traffic information at quarter-past, tourist information at
half-past. Also, for each ten-minute block, four minutes will be
local information and six minutes will be statewide information.
TIRN Broadcasting will recoup their costs through selling airtime
for advertising.
Location: All limited access highways
in the State of Florida.
Current Status: A total of 18
commercial radio stations will blanket the Stateof Florida. As of
January 2001, one station is operational in Orlando and Brevard
Counties. Currently, 161 of the 2,200 signs have been installed.
Five more stations are scheduled to begin broadcasting in the next
six months. The remaining 12 will be operational by January
2002.
Future Activities: TIRN is upgrading
its website, www.tirn.com, to provide out of state travelers with
audio broadcast and incident information. Currently Florida has no
centralized system to gather or disseminate incident information.
TIRN will implement free * cell numbers for the public to call and
report traffic situations. This information will be made available
on both the audio broadcast and the website.
Impacts: Feedback from phone calls has
been positive; they have also provided helpful suggestions. Official
surveys of public opinion will be done later in the project, as more
stations come online.
Cost Information: Florida TIRN will be
paid for entirely through private-sector funds. Commercial spots
will cost $25 for 30 seconds and $45 for 60 seconds. Florida DOT
does not control the cost of commercial spots. The program is
currently breaking even. With statewide coverage, income from
commercials is expected to increase, as larger chains and franchises
are approached.
Participating Institutions: Florida
DOT, TIRN Broadcasting
Contact: Dick Kane, Florida DOT
(850) 414-4590; Joe Gettys, TIRN Broadcasting (407) 481-0551
Other Examples: Herald: An undertaking
of the ENTERPRISE consortium, Herald successfully tested the utility
of employing a sub-carrier on an AM broadcast station to provide
traveler information in rural areas. |
Benefits
- Easy access to statewide traveler information;
- Provide reliable traveler information to the most number of people
with minimal cost; and
- Favorable public perception of DOT
Lessons Learned
Partnering with local media and local Chambers of Commerce can be a
cost-effective means for DOTs to disseminate traveler information, as well
as a positive example of public-private partnership.
Opportunities
HAR offers the opportunity to disseminate non-transportation
information such as promotion of community events, attractions and
seasonal events.
Institutional Issues
More information relating to typical HAR institutional issues can be
found in the Herald
project Web site.
Implementation Issues
HAR is a relatively simple technology to deploy in a cost-effective
manner. HAR is easy to maintain and has few, if any, implementation
issues. However, to ensure the usefulness of HAR, the information
disseminated must be timely and accurate. The use of HAR requires prior
Federal Communications Commission approval, however, vendors will
typically assist DOTs in this process.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Montana Department of Transportation, Draft
ITS Strategic Plan, July 2, 1998. Call Montana DOT at (800)
714-7296 for availability
ITS
Online Article, "HAR of Steroids", July 22, 1998
ENTERPRISE
program |
Click the image to see a full size version |
4.7 TRAVELER INFORMATION SERVICES VIA PERSONAL
COMMUNICATION DEVICES
Needs Addressed
Disseminate timely and accurate traffic and traveler information.
Description
Personal communication devices (PCDs) are small, portable, wireless
devices for sending and/or receiving information. PCDs usually consist of
a handheld computer device such as an organizer or palm top computer
combined with some form of wireless communications. PCDs have varying
degrees of processing capabilities depending on the design and the model.
PCDs have been used for a number of functions, including: navigation,
pre-trip information, traveler advisories, and emergency services. Pagers
and cellular phones are the best examples, and the most widely used PCDs.
Other handheld devices include AT&T's EO, Palm, Hewlett Packard has
several, and Motorola and GTE both have personal digital
communicators.
Real World Examples
Houston's TranStar Smart Commuter
(Texas) |
Goals: The overall goal of the field
operational test is to determine if commuters will modify their
travel mode and plans when they have easy access to transit and
real-time traffic condition information.
Approach: Fastline provided PCD-based
software as one means of disseminating information to the commuters
on the I-45 North corridor. TranStar's field operational test
installed and operated a Commuter Information Delivery System (CIDS)
at the TranStar facility. The CIDS will receive real-time traffic
information from the TranStar Integrated Transportation Management
System and format it for distribution to the travelers. The
information distribution to the handheld computer will be provided
through a wireless FM subcarrier broadcast channel. The participants
will be provided a Sony Magic Link Personal Intelligent Communicator
to receive and display the transit and real-time traffic
information. Fastline created the client application software for
the handheld communicator with integration to the FM subcarrier
receiver. Access to the dynamic traffic information and connection
through the integrated landline is provided for two-way
communication between the PCD and the remote CIDS server for updated
transit information and user survey feedback.
Location: This project focused on the
Houston I-45 North corridor with an emphasis on commuters residing
in the outlying corridor areas who regularly travel to their
workplace in downtown Houston.
Current Status: The operational test
has been completed.
Future Activities: Initially, it was
anticipated that the Smart Commuter project would include a second
component. Testing real-time ride matching in the I-10 West (Katy)
Freeway and using pagers to provide traffic information to a small
group of commuters were both considered. Although it was decided not
to move forward with a second phase, the study provided the TxDOT
with several other ideas for future studies.
Impacts: The project successfully
developed and tested the provisions of real-time traffic and static
transit information through a hand-held device and a telephone
system. The core results of the study (that travelers will seek out
traffic conditions information on a regular basis and will modify
their travel patterns as a result) will help Tx/DOT determine future
traveler information programs.
Cost Information: The project was
federally funded, however the exact amount was not available.
Participating Institutions: The Field
Operational Test is sponsored by the coordinated and cooperative
effort of TxDOT, METRO, the City of Houston, Harris County, and
others. Funding is provided by TxDOT, METRO, FHWA and FTA. Local
evaluation was performed by the Texas Transportation Institute.
Contact: Katherine Turnbull,
k-turnbull@tamu.edu; Texas Transportation
Institute |
Benefits
- Better informed decision-making by travelers;
- Potential to avoid incidents and congestion; therefore reducing
emissions, reducing the possibility for secondary collisions, reducing
delay, etc.;
- Increased safety when used as a navigational aid and/or
communication device.
- Increased emergency response and shorter emergency response time due
to automated location notification.
- Potential for appropriate emergency responses.
Opportunities
PCDs can be combined with any number of ITS technologies to expand
their usefulness. As a standalone technology they can contain traditional
pre-trip navigation information and information that is commonly referred
to as "yellow-pages" information.
Institutional Issues
When developing an integrated traffic and traveler information
dissemination system, the potential of public/private partnerships should
be examined. Issues will include ownership of data (collected and
disseminated).
Implementation Issues
Availability of timely and accurate traffic and traveler data is
essential to ensure the success of the system.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Rural Applications of Advanced Traveler
Information Systems: User Needs and Technology Assessment, FHWA
publication number FHWA-RD-97-034.
Houston
TranStar Web site
Turnbull, Katherine, (TTI) Farnsworth, Stephen and Puckett, Darryl;
Houston SMART COMMUTER ITS Operational Test: FY
99 Status Report; Texas DOT Report No. TX-00/1985-5
|
|
4.8 TRAFFIC CABLE TV CHANNEL
Needs Addressed
Provide traveler information and traffic conditions through a dedicated
cable TV channel. The cable TV channel would be geared towards resort
areas and the more urban of the rural areas. The channel would disseminate
the following information:
- Special events;
- Tourist hotel accommodations, restaurants, recreational activities,
local event calendars;
- Road closures, construction, detours;
- Weather conditions;
- Transit; and
- Traffic.
Description
Disseminating traveler and traffic information to the most number of
viewers with minimal infrastructure costs is important to ensure a
traveler information system is a success. One hurdle that ITS has is
installing the necessary, and sometimes expensive, infrastructure systems
required for them to operate. Currently, a vast majority of the population
own at least one television and many of these people subscribe to some
sort of cable television.service.
Providing traveler and traffic information through a dedicated traffic
channel can reach a great number of people. The infrastructure needed will
include a television studio and production facilities. The traveler and
traffic cable TV channel can be set up to provide any type of information
from traffic, transit and weather, to information about snow conditions at
ski resorts and special events.
Real World Examples
SmartTraveler TV (Washington D.C.
Metropolitan Area) |
Goals: Provide traffic information to
the Washington D.C. metropolitan area through a cable TV
channel.
Approach: SmartTraveler TV operated
four hours a day, from 5:30 am to 9:30 am in a news wheel format.
The show aired in five-minute blocks. The first four minutes
provided traffic, transit and weather information. The last minute
was for commercials. The channel was event driven; if there was a
specific accident the show would focus on providing traffic
information related to that. SmartTraveler TV was just one component
of the overall Washington Traveler Information System. The traffic
cable TV channel also utilized Internet and phone technologies to
disseminate traffic information from collection components. The
website offers the same information that was available on the TV.
The phone system offers an audio version of the TV program on both
land and cell phone lines.
Location: The studios were located in
Washington, D.C. The traffic channel disseminated information for
the entire Washington, D.C. metropolitan area, which included
Montgomery and Prince William Counties in Maryland; Washington,
D.C.; Arlington, Fairfax, Loudoun, and Prince William Counties in
Virginia; Fairfax City; and the City of Alexandria.
Current Status: The SmartTraveler TV
has been cancelled as of January 2001. The new station owners,
Westwood One, citing business reasons, chose not to offer this
service. The website and phone system is still active.
Future Activities: With the change in
station ownership, all plans for the website and phone system are in
review. At this time there are no plans to restart the cable TV
show.
Impacts: The project was successfully
deployed. However, the service was discontinued following purchase
by Westwood One.
Cost Information: The cable TV channel
got all traffic information from the existing SmartTraveler system.
Costs for the cable channel included construction of a studio and
five individuals to run the studio. With the change in ownership
previous budget information was not available.
Participating Institutions: SmartRoute
Systems, SmartTraveler, Fairfax County, Prince William County,
Prince George's County, Montgomery County, Loudon County
Contact: Ed Bowers, SmartTraveler,
(202) 554-7700
Other Examples: Atlanta Traveler
Information Showcase |
Benefits
Can allow travelers to make intelligent mode choice decisions:
- Reduction in road rage accidents and emergency response due to
better-informed travelers.
- Reduction in road rage due to congestion.
- Reduction in pollution levels due to decreased congestion.
- Better informed traveling public.
Lessons Learned
Creation of a traffic cable channel requires a data clearinghouse for
the traveler and traffic information collected. If such a clearinghouse
does not exist, the cost of development must be considered.
Opportunities
In order to reach commercial vehicle operators, televisions showing the
traveler information channel can be placed in truck stops.
Institutional Issues
Creating a traffic cable TV channel will require significant effort by
many individuals on both the public and private side. The technical
challenges associated with such a product is low.
Implementation Issues
Some regions may have multiple cable companies, in which case several
partnerships may be necessary. Some companies may wish to only sponsor the
channel if they can have an exclusivity agreement, resulting in their
customers receiving the channel.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Atlanta
Traveler Information Showcase, pp.121; available from FHWA Electronic
Document Library |
|
4.9 INTEGRATED TRAVELER INFORMATION SYSTEMS
Needs Addressed
Stakeholders want the ability to disseminate rural traveler information
through a variety of dissemination media that will work together as one
system. Collectively, an integrated traveler information system will
support pre-trip planning, immediate information prior to departure, and
en-route information. Some combination of the Internet, landline
telephone, cellular telephone, pagers, kiosks, and dynamic message signs
will jointly comprise such a system. The information to be disseminated
includes:
- Special event directions and parking;
- Road closures and detours;
- Inclement weather conditions;
- Alternative routes in known congested areas; and
- Directions and routing information.
Description
An Integrated Traveler Information System provides a platform for the
collection, storage and dissemination of traveler information that
maximizes the potential for private sector involvement. Typically, a base
level of information will be made available in a standardized format and
disseminated by the State DOT agency. This data may also be available to
information service providers for repackaging and adding value for
dissemination over private sector media outlets.
Real World Examples
Duluth / St. Cloud TOCCs (Minnesota) |
Goals: Provide pre-trip and en-route
traveler information for tourists, commuters and all travelers to
the region.
Approach: Through a public / private
partnership, Mn/DOT has developed a database of information to
support an Internet site, automated telephone dial-in system,
email/pager push system, and kiosks. The Traffic Operations
Communications Center (TOCC) is also capable of controlling a
variety of permanent and temporary roadside dynamic message signs.
The data is disseminated through the project Internet sites as well
as additional Internet sites developed by private agencies and
departments of tourism.
Location: Regional areas that include
the major cities of Duluth and St. Cloud, Minnesota.
Current Status: The project was
deployed between the Fall of 1998 and the summer of 2000. Currently,
the system is fully operational.
Future Activities: Mn/DOT is expanding
traveler information systems statewide by expanding the information
available over currently statewide phone systems, and adding
additional information to Internet systems. Kiosk deployment will be
slow in response to usage.
Impacts: Public response has been
positive. Daily use of the Internet and phone systems continues to
grow. Kiosk usage is high during winter months and inclement weather
days, due to a greater need for weather information in these
conditions.
Cost Information: This system was
integrated as part of a major operations center deployment, so
individual costs are difficult to estimate. Statewide expansion of
detailed weather and road condition dissemination over the Internet
(allowing users to click road segments to view current and
forecasted information) is being funded at $95,000. Individual
kiosks cost around $5,000 each but can go as high as $10,000. A
city's traveler information web site may be designed for as little
as $2,000.
Participating Institutions: Minnesota
Department of Transportation
Contact: Tom Peters, Mn/DOT OATS
Office, (651) 296-3062
Other Examples: Branson Ozark, Highroad
Project IRTIS, Tahoe Basin Oregon TripCheck System
|
Benefits
- Easy access to statewide traveler information;
- Provide reliable traveler information to the most number of people
with minimal cost; and
- Favorable public perception of DOT.
Lessons Learned
A limited amount of information should be disseminated by the public
agency, either directly or through a contract of operations. This will
maintain a critical mass of information being disseminated and allow third
party information service providers to jointly disseminate information as
part of private ventures.
Opportunities
It may be possible to generate revenue for traveler information
endeavors by offering local businesses the opportunity to be involved in
some way, such as by sponsoring a traveler information telephone line. For
example, Recreational Equipment International (REI) sponsors the
Washington DOT mountain pass information line.
Institutional Issues
Clear arrangements must be understood regarding what rights other
private agencies have to use and repackage the information.
Implementation Issues
Businesses receive many solicitations for their advertising dollars and
can be apprehensive about becoming involved with another project. For
example, finding a business that is willing to host a kiosk, even a
travel-centered business such as a hotel, can be a challenge even if
little or no resources or involvement is required.
References
Arizona
Highway Closure and Restriction System (HCRS)
Minnesota
TOCC project
|
|
4.10 SMART CALL BOXES
Needs Addressed
A means of communicating and processing data that may be deployed on
the roadside and does not require traditional power sources or land-line
communications.
Description
The basic concept of a smart call box involves multipurpose data
processing and transmission involving an independent solar power supply
and wireless communications. The overall system includes a microprocessor,
a cellular telephone transceiver, a solar power supply (solar collectors
and a storage battery), field data collection devices, call box
maintenance computers (used to periodically check the operating status of
call boxes), and some type of data handling system at a central location
such as a TMC.
The key features of the ideal smart call box system include: 1) it
should serve multiple functions, to include voice transmission and
possibly several types of data transmission and 2) it should be able to
function without an external power supply. Additionally, it may be
desirable for the call box to be capable of communicating with the
TMC.
Real World Examples
Smart Call Box Field Operational Test (FOT)
(California) |
Goals: The goals of the FOT were to
demonstrate the feasibility of using smart call boxes as an
alternative to providing electrical and telephone conduits to the
roadside terminal, and evaluate their potential cost-effectiveness,
and identify institutional issues, which might affect their
deployment.
Approach: The Smart Call Box Field
Operational Test (FOT) evaluated the feasibility and
cost-effectiveness of using smart call boxes for five data
processing and transmission tasks: traffic census, incident
detection, hazardous weather reporting, dynamic message sign
control, and video surveillance. Evaluation focused on
cost-effectiveness, with effectiveness understood to include both
functional adequacy and rechallenges and costs to include capital
costs, telephone charges, and maintenance costs.
Test systems were designed and installed by
two vendors, GTE Telecommunications Systems of Irvine, California
and U.S. Commlink of San Leandro, California.
Location: Test sites were set up along
major freeways in the San Diego area, including I-5, I-805, I-8, SR
175, SR 63 and I-15.
Current Status: Funding for the project
was secured in 1993. The FOT took place from 1995~1996. The final
report was published in 1997.
Future Activities: No future activities
are planned.
Impacts: The study resulted in numerous
conclusions with regards to the feasibility of smart call boxes. It
is highly recommended that the final report be carefully reviewed
before such systems are considered. A link to the final report is
listed below as a reference for this project.
Cost Information: It appears that at
most sites all types of smart call box systems have significant
capital cost advantages over hardwire systems. This cost advantage
is due primarily to the extra costs of trenching, wiring, and
jacking of conduit that are involved in hardwire systems. Even where
external A/C power was required, the cost advantage was substantial,
because distances to the nearest access points for the telephone
system tended to be greater than those to the power system; however,
the greatest cost advantages were for systems that did not require
A/C power. The final report on this project provides detailed cost
information.
Participating Institutions: The Smart
Call Box FOT was funded by the FHWA and the State of California,
acting through the Caltrans Office of New Technology and Research.
It was carried out by a consortium (the FOT Partners) consisting of
Caltrans District 11, the Border Division of the California Highway
Patrol (CHP), and the San Diego Service Authority for Freeway
Emergencies (SAFE). TeleTran Tek Services provided project
management support.
Contact: Dr James H. Banks, San Diego
State University, (619) 594-7051 |
Lessons Learned
The smart call box concept was found to be feasible but not necessarily
optimal. As part of the study, functional systems for traffic census,
hazardous weather reporting, and video surveillance were produced. Due to
high wiring installation costs, they will often be cheaper to deploy than
hardwire systems but are not necessarily superior to other wireless
options.
Institutional Issues
Institutional problems encountered in the FOT itself included
inadequate involvement of the sponsoring agencies and potential users in
system development, delays due to a lengthy vendor-selection process, and
cumbersome contracting procedures; some of these might have been avoided
by including all major participants as partners in the FOT proposal.
Implementation Issues
Significant system integration problems were encountered. Agencies
considering deployment of smart call boxes should prepare detailed
deployment plans to resolve such issues as ownership, financing, and
provision of maintenance services.
References
Final
report on the Smart Call Box Field Operational Test, available from
the California PATH Web site. |
|
5. TRAFFIC MANAGEMENT
This Section contains descriptions of the tools that fall within the
traffic management development track. These are:
- Automated lane indication systems;
- CCTV;
- GIS applications;
- Integrated signal systems;
- Pager activation of warning beacons;
- Route diversion systems;
- Vehicles as traffic probes;
- Incident management systems;
- Parking management systems;
- Work zone safety systems; and
- Low-cost detection.
|
Click the image to see a full size version |
5.1 AUTOMATED LANE INDICATION SYSTEMS
Needs Addressed
Improve safety through technology enhancements for driving during foggy
and whiteout conditions.
Description
In areas that are mountainous and rural, poor visibility caused by fog,
whiteouts, and smoke creates unsafe driving conditions. During these
events, drivers are unable to tell where the edges of the roadway are.
Located using fog lights and high-beam lights installed on the vehicle
does not always allow for improved driving conditions, and sometimes
worsens the driver's view of the road. The utilization of in-pavement
lights, such as those used on runways at airports, will ensure the
definition of the roadway edges and thereby allow drivers to stay on the
roadway and within their lane. The installed inpavement lights have a
projection above the pavement of only 2", allowing snowplow blades to pass
over the fixture, nor do they hinder bicyclists.
Other lane indication equipment, such as raised pavement markers (RPMs)
can be vulnerable to snowplows. The fixture is 8" in diameter and is set
in an underground canister of galvanized steel. The fixtures are able to
withstand a dynamic load of 11 tons and routinely handle rollover by
Boeing 747s when used on airport runways. The fixtures are able to display
up to three separate colors in a range of angles, wide to narrow.
Real World Examples
Kirkland Low Visibility Lighting System
(Washington) |
Goals: Improve the safety of drivers
during low-visibility conditions, improve the safety of pedestrians
in crosswalks, and improve demarcation of lanes in complicated
intersections.
Approach: The city of Kirkland
installed their first in-pavement lights in the fall of 1997 at two
locations- Central Way and 4th Street and NE 124th Street at the
North Kirkland Community Center for the purpose of illuminating
crosswalks. All of the systems installed in Kirkland require
pedestrian to use a push-button to activate the system.
Location: Some locations that have
deployed similar systems are Santa Rosa, CA; West Hollywood, CA;
Reno/Tahoe International Airport; and Orlando, FL.
Current Status: Project has been
deployed.
Future Activities: Seventeen more
crosswalks in Kirkland will be outfitted with the lights.
Impacts: The system has been so
successful that the city won a special award from the Washington
Traffic Safety Commission.
Cost Information:
- Fixtures - $525.00
- Spare lamps - $15.00
- Electrical installation (per six fixtures)
- $3,000 - $5,000
- Operations and Maintenance - N/A
Participating Institutions: City of
Kirkland
Contact: David Godfrey, Traffic Engineering
Manager, City of Kirkland: godfrey@ci.kirkland.wa.us
|
Benefits
- Improved visibility of the roadway edges;
- Fewer accidents on curvy and potentially hazardous rural roads;
- Decrease in costs of repairs to crash locations and incident
management;
- Decrease in costs incurred in repairs or insurance through avoiding
accidents; and
- Similar to raised pavement markers, the lights create an audible
warning and "rumbling" sensation when a vehicle crosses over the line
into the other lane.
Lessons Learned
There are many technologies that are currently being used in other
industries, such as the air industry, that have the potential for use by
DOT's to assist in solving highway transportation issues.
Opportunities
Automated lane indicators have been used extensively in Europe,
Australia, and New Zealand on roundabouts (traffic circles) and at
intermodal facilities. In the United States, however, this technology has
not been heavily utilized. Primarily, foreign municipalities have used
in-pavement lights on crosswalks to give drivers another indication that
pedestrians are present. Other areas of opportunity for lane indicators
include:
Railroad Crossing - Installing a series of inpavement lights
before at-grade railroad crossings. The lights would emit a red beacon
that is triggered by the presence of a train some distance away from the
crossing. Currently, there are numerous at-grade crossings with only a
stop sign to indicate the driver to stop before proceeding. In-pavement
lights would be a dynamic instrument to warn drivers of the presence of a
train.
Speed Warning Systems - Speed warning systems have been used for
a number of years on potentially hazardous roads, intersections and
interchange ramps to warn drivers of their potentially hazardous speed.
Users of these systems include any motorist traveling at excessive speeds.
An automated warning system could be used to augment and enhance the
system by indicating the roadway edges.
Recreational Trails - In-pavement lights could be utilized for
recreational trails where light needs to be present for trail
indication.
Institutional Issues
The challenges associated with an automated warning system would be
small.
Implementation Issues
Installing and evaluating a test system will ensure the system operates
properly and meets the criteria set forth by the DOT or enforcement
agency. Maintenance issues will include ensuring that the visibility
sensors are working properly and that the inpavement lights are
operating.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
In-Pave
Lights, Urban Transportation Monitor, Lawley Publications, December
19, 1997, page 1. Kirkland, WA project |
|
5.2 CLOSED CIRCUIT TELEVISION
Needs Addressed
Closed Circuit Television (CCTV) should provide the following
services:
- Allow traveler information web pages to display images from rural
routes;
- Allow observation of conditions near work zones and
events/attractions;
- Allow maintenance operators to view conditions along rural highways
to plan for treatment; and
- Allow DOT personnel to view dynamic message signs to verify
messages.
Description
CCTV technology used in combination with communications to view
facilities allows monitoring staff to accomplish numerous activities such
as incident detection and verification, weather and roadway conditions
monitoring, DMS message verification, and event management. CCTV images
can be sent back through wireless communication to an information
clearinghouse, via cellular digital packet data (CDPD), and cellular
telephone signals.
Wireless communication using CCTV has been used successfully in
ambulances, allowing physicians at the destination medical center to view
patients prior to their arrival, improving advice during transport and
allowing better preparation at the receiving facility. However, other
wireless communication applications are available. CCTV is proven
effective in providing efficient response to incidents when a visual
verification is made, and deploying the appropriate emergency personnel
(fire, police, ambulance).
Real World Examples
Rural Cameras at Key Locations (Oregon) |
Goals: To provide a monitoring system
and to supply images to the Internet site
Approach: Oregon has deployed a number
of cameras that are able to display still images on Internet sites.
Cameras are typically installed at weather stations. An image
capture device triggers the camera to capture an image every 5-15
minutes, depending upon need. The device then connects to a local
Internet Service Provider and transmits the image over the
Internet.
Location: Key rural areas, primarily
mountain passes
Current Status: ODOT currently has over
80 cameras deployed, and operational, over half of which are in the
Portland metropolitan area. Additional cameras are added as funds
are available and the need is present. Camera installation can
typically be done in half a day.
Future Activities: Additional cameras
are to be added when needed.
Impacts: Cameras are one of the popular
areas of ODOT's site. The public enjoys seeing the images of
conditions. ODOT is still gathering information from the public in
terms of overall reactions.
Cost Information: Installation costs
per camera are approximately $3,000. Operations and maintenance
costs are minimal.
Participating Institutions: ODOT
Contact: Robert Fynn, ODOT ITS unit,
(503) 986-3588 |
Benefits
- Allow traffic management personnel quick confirmation of incidents
and weather events.
- Allow traveling public to view conditions before traveling.
- Provide increased detection capabilities at known accident
locations.
Lessons Learned
Vandalism was a concern, however there have been fewer occurrences than
expected. Cameras are placed high enough to discourage pedestrian access.
Agency Internet servers will experience increased use when cameras are
installed and operational, so it is worthwhile to consider the capacity of
the current system and purchase additional hardware if necessary.
Opportunities
The relay and display of camera images can be useful to a variety of
agencies. For example, other states have partnered with the Parks
Department to deploy cameras in open parking lots. Parks benefit from
knowing how many cars are in the lot, and the DOT benefits from cost
sharing with the Park service, and by using the right-of-way.
Additionally, parking lots in recreational areas often experience a high
level of drivers driving through lots searching for a place to park. The
presence of visible cameras may also help to deter crimes.
Institutional Issues
The deployment of a CCTV system locally or regionwide requires
operations and maintenance of equipment, and a working knowledge of the
technology. Personnel can be located in-house or the work can be
contracted out. To make best use of the technology, a multi-agency,
multi-jurisdictional approach to sharing data and responding to incidents
is recommended.
Implementation Issues
It is important to determine the functionality required by the
individual deployment site. For example, if cameras are required to have
pan/tilt/zoom capability or to provide real-time video feedback, costs for
infrastructure and communications can increase significantly.
References
TripCheck
Getting
Around Puget Sound; WSDOT pamphlet; pp. 12. Available from FHWA
Electronic Document Library
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Click the image to see a full size version |
5.3 GEOGRAPHIC INFORMATION SYSTEMS (GIS)
APPLICATIONS
Needs Addressed
Stakeholders want to utilize geographic information systems (GIS) to
plan and analyze transportation networks (roads as well as transit). Also,
they would like to integrate automatic vehicle location with GIS to better
manage maintenance, transit and emergency vehicles.
Description
GIS is a computer-based tool for visualizing, mapping, analyzing, and
processing data that have a geographic component. GIS technology
integrates common database operations such as query and statistical
analysis with the unique visualization and geographic analysis benefits
offered by maps. These abilities distinguish GIS from other information
systems and make it valuable to a wide range of public and private
enterprises for explaining events, predicting outcomes, and planning
strategies. GIS can be used to integrate mapping analysis into decision
support for network planning and analysis, vehicle tracking and routing,
inventory tracking, and route planning and analysis. GIS combined with AVL
can be utilized to track vehicles visually, plan their routes and to
signal an alert if vehicles go off schedule. In this application, GIS can
also be used to view actual routes taken.
Real World Examples
Grade Crossing GIS Database (Nebraska) |
Goals: To efficiently determine where
safety and traffic related improvements should be made to roadways
and railroad crossing sites.
Approach: A video log of trackside and
roadway characteristics at at-grade crossings and a log of the
numbers of vehicles and trains per day at crossings are being
created. The mileposts on rural roads assist in identifying,
tracking, and documenting specific areas that need maintenance
through the use of a GIS database, coupled with a video log of the
number of grade crossings.
An in-vehicle video camera is used to document
on tape, roadway and trackside conditions for early detection and
examination of possible problem areas. The video camera is able to
tape fifty feet ahead of the vehicle, and automatically records to
disk for later downloading into a database. Multiple users access
the database for various purposes including traffic counts, railroad
crossing measures (i.e. crossings per day) and projections. Users
that access the information include the legal department,
statistical analysis specialists, general administration,
infrastructure personnel, and maintenance districts.
Location: Statewide
Current Status: Nebraska began using
video in 1975, and has gradually deployed the current system.
Future Activities: New uses for the
information are continuing to be discovered.
Impacts: All goals were achieved and
expectations exceeded. The project continues to gain support as
additional uses are defined.
Cost Information: A GIS database system
for this application may cost $100,000 to set up. Personnel must
also be trained to maintain the database. The budget for the
creation of the video log is $125,000.
Participating Institutions:Nebraska
Department of Roads
Contact: Randy Peters, Department of
Roads Traffic Engineering Division Manager, 402-479-4594
|
Benefits
- Better analysis of road network to prioritize congested or
potentially hazardous areas for road improvements.
- Improved analysis tool to prioritize funding for certain areas.
- Improved fleet management.
Lessons Learned
By compiling in-field video and supporting information in a
geographical database, a large number of additional uses for and benefits
of a GIS system have been discovered.
Opportunities
Opportunities for GIS in rural areas include nearly every area, with
particular emphasis on those that require real-time mapping to location
databases. As an example, accidents, construction, or heavy vehicle permit
restrictions can be tied to GIS in order to allow automatic consideration
and display by numerous response agencies.
Institutional Issues
GIS software can be used for a wide range of situations, from static
network analysis to dynamic, real-time tracking of vehicles. Any
organization utilizing GIS will recognize the benefits it has to offer
soon after the software is installed. GIS software is mature and is
readily used by numerous public and private agencies. Issues associated
with GIS are few, however, GIS software can be difficult to install,
setup, and maintain, and requires adequately trained personnel. To ensure
the maximum utilization of the GIS software, a information technology
position should be created, at least on a part-time basis, to maintain the
GIS software.
Implementation Issues
Initial costs may be large. Agencies must consider the various
opportunities for other applications when investing in GIS systems and
potential issues involving integrating the new GIS with legacy systems.
Also, ongoing support or licenses may be required to continue to operate
GIS software. Agencies should be aware of and consider any such costs.
Reference
Technology in Rural Transportation "Simple
Solutions", FHWA, Publication No. FHWA-RD-97- 108, October 1997.
|
|
5.4 INTEGRATED SIGNAL SYSTEMS
Needs Addressed
Improvement of local traffic signal system operations and increasing
the options for interagency signal control.
Description
Many signals in operation today are controlled by time-of-day cycle
timing. A cycle-timed system is one where the amount of time given to any
particular direction is changed based upon a preprogrammed timing plan
entered into the signal's memory. In order to change the cycle pattern,
someone has to go out to the signal and manually change it. Today,
integrated signal systems have been successfully installed throughout the
U.S. An integrated signal system allows an agency to coordinate surface
street traffic flow along a roadway by controlling the signal timing at
individual signal controllers. Data collected through surveillance
components can be analyzed and signal timings automatically changed.
Real World Examples
Inter-agency Signal Master System
(Colorado) |
Goals: To improve the operations of
local traffic signal systems and to increase the options interagency
signal control.
Approach: A microcomputer based traffic
signal control system has been developed which interfaces with type
170 intersection controllers. The system, which operates in a widely
used graphical operating system environment and can monitor over
10,000 intersections, can store up to 15 years of data on a single
optical disk. The system can transmit data simultaneously over a
variety of communications media including voice grade telephone
lines, fiber optic cable, and cellular, packet, and spread spectrum
radio. The system can also automatically page a standby technician
to report intersection and equipment failures. Technicians can then
access the main computer with a notebook computer via cellular
phone. The system is able to monitor the signals of multiple
agencies, such as city, county, and state systems.
Location: The system was initially used
to operate intersections in Colorado Springs, Colorado. The system
is now being used throughout much of Colorado and in parts of
Kentucky, Connecticut, and Texas.
Current Status: Some 400 intersections
are currently covered by the system. This project is currently
operational.
Future Activities: The system will soon
be implemented in Boulder and Loveland, Colorado.
Impacts: The system has proven highly
successful and met project goals.
Cost Information: System costs range
from $150,000 to $1,000,000+ depending on the size of the
system.
Participating Institutions: City of
Colorado Springs, Traffic Engineering
Department.
Contact: John Merritt, Principal Traffic
Engineer, Colorado Springs, CO. (719) 444-2460
|
Benefits
- Improved signal system operations and traffic operations;
- Maintenance dispatching capabilities for signal failure events;
and
- Graphical User Interface for easy use.
Lessons Learned
System upgrades must be factored into the project budget. With the
implementation of the PCS II version, the Colorado system will be on its
fourth upgrade since 1993.
Opportunities
In many municipalities, traffic management centers utilize the traffic
signals as traffic sensors to collect information on congestion and
traffic volume for incident detection, traffic information dissemination
and later analysis.
Institutional Issues
Interested agencies should be willing to operate the signal system in a
joint effort that would improve the operation of the signal system.
Implementation Issues
There currently exists a hardware standard for 170 intersection
controllers, however there is not a similar standard for central system
software. Each of the major system integrators has slightly different
protocols and therefore requires that firmware which controls the
individual signals have the appropriate protocols.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
National
Capital Area Umbrella ITS Early Deployment Study, pp. 22-23. Available
from FHWA Electronic Document Library |
|
5.5 PAGER ACTIVATION OF WARNING BEACONS
Needs Addressed
An efficient means of controlling warning beacons without altering the
existing infrastructure.
Description
Warning beacon lights that are accompanied by advisory road signs can
help convey critical safety messages to travelers. The lights may be set
to flash when the safety message is especially urgent. The activation of
the beacons to flash is either triggered according to the time of day or
manually. The system described below enables beacons to be activated
remotely using common pager services and low cost receivers on the road
signs.
Real World Examples
Pager Activation of School Crossing Beacons
(Oregon) |
Goals: To reduce the costs of
installing and operating flashing beacons at schools and to provide
greater flexibility and cost-effectiveness in programming the
beacons for special events.
Approach: Flashing beacons have been
installed to warn drivers that they are in a school zone. The
original system used special timers to activate the beacons just
before and after school. Any changes in school hours or special
events required a special trip to the beacon to reprogram the
clock.
To streamline this process, a pager-controlled
system was designed and built. Each sign installation has a pager,
and a 386-PC and paging software which is used to control the pager
units. Messages are sent from the PC to the pagers. These messages
contain the unique ID code of the pager and a code to switch the
outputs on or off. The use of unique pager codes allows the city to
use one pager telephone number for a subset of the school
installations covered by the system. The central PC schedule is
easily modified and allows greater flexibility for handling special
school events.
Location: The City of Portland,
Oregon.
Current Status: The system is fully
operational at all elementary schools.
Future Activities: System has been
deployed citywide. No further expansion is planned.
Impacts: The system has reduced costs
and streamlined the beacon activation process.
Cost Information: The previous system,
with individual timers and the necessary overhead cabling, cost
about $2,500 per sign to install. The pager-activated system is much
more cost-effective, costing around $100 per site for the pager
units themselves. As the pagers do not require separate housing,
this also reduces costs. The paging service costs $5 per month per
number. At present, five to six schools utilize one paging number.
System software was created in-house.
Participating Institutions: The City of
Portland Office of Transportation.
Contact: Bill
Kloos, City of Portland Office of Transportation. (503) 823-5382;
Paul Zebell, City of Portland Office of Transportation. (503)
823-7300
Other Examples: Pagers Replacing Photo
Cells for Highway Lighting, Indiana
|
Lessons Learned
Lessons associated with the implementation of this system include
allowing for future system expansion. Given the potentially high number of
schools within an area that could benefit from the system, agencies should
ensure that the system is configured so that it can be augmented to cover
additional schools in the future with minimum disruption to the school
beacons already covered by the system. In addition, the possible expansion
of the system to activate other types of signs via paging should also be
taken into account when specifying the system.
Opportunities
Remote beacons could be activated to indicate a series of unpredictable
but repeating events. For example, a flashing beacon to indicate ice on a
bridge could be remotely activated. Ideally, such a system would be
activated by sensors on the bridge.
However, as the decision to activate the beacon may be made remotely,
at least under the simplest scenario, wireless technology may be needed to
communicate with the beacon. The following list includes candidate
applications for remotely activated beacons:
- Danger of objects in roadway / falling rocks.
- Roadway floods.
- Snow and ice on roadway.
- Emergency vehicles approaching.
- Incidents/crashes.
- Trucks entering roadway.
- Children at play.
Institutional Issues
As with all such warning systems, it is important to regularly verify
that the beacons are working properly. Drivers become desensitized to the
flashing lights if they see them when there is no hazard present.
Implementation Issues
As this application relies on paging coverage, only those areas with
existing terrestrial coverage can take advantage of this system. However,
paging services via satellite are also available and offer far greater
coverage.
Reference
Technologies in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD- 97-108, October 1997.
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|
5.6 ROUTE DIVERSION SYSTEMS
Needs Addressed
During peak tourist seasons, local traffic can cause serious delays for
through traffic on rural routes. This solution offers diversions for this
through traffic.
Description
The low-cost route diversion system concept uses static guide signs and
route markers to define permanent alternates to primary routes with
recurrent problems.
Typically this is not an advanced system, but the static signs can be
supplemented with highway advisory radio (HAR), road weather information
systems (RWIS), or other advanced technologies to enhance their
effectiveness in affecting driver behavior.
Real World Examples
VDOT Hampton Roads Route Diversion
(Virginia) |
Goals: To effectively redirect traffic
during typically congested tourists seasons.
Approach: Hampton Roads has a number of
predefined alternate routes to heavily traveled tourist routes. Each
alternate route is assigned a distinctly shaped and colored
identifier (e.g., triangle, square, circle, diamond). Frequent
diversion confirmation is given along the route by placing the
appropriate colored symbols on existing static signs and the end of
the diversion route. In addition, Hampton Roads also utilizes HAR
and flashing lights to indicate when the alternate route is
recommended.
Location: Virginia Beach/Hampton Roads,
Virginia. This technique is used during the summer to divert tourist
traffic around the Hampton Roads area. A large portion of traffic
entering the Virginia Beach area during warmer months of the year is
enroute to North Carolina.
Current Status: The system is
operational and is used heavily between Memorial Day and Labor
Day.
Future Activities: Continued
operations
Impacts: Vehicles taking the diversion
routes avoid heavily congested areas.
Cost Information: Costs vary according
to the number of signs used, and typically only include sign costs.
HAR systems could be added for $10,000-20,000.
Participating Institutions: Virginia
Department of Transportation's Suffolk District
Contact: Mr. Stephany Hanshaw, Virginia
Department of Transportation, Smart Traffic Center (STC), (757)
424-9907 |
Benefits
- Low cost and effective route diversion tool
- Minimal maintenance requirements
- Easily utilized by visitors
Lessons Learned
Vehicles traveling through a congested area appreciate alternative
(diversion) routes. Such routes can be established on a seasonal basis
(i.e.,only during summer months) or for work zones.
Opportunities
This tool can be combined with almost any number of advanced
techniques, including:
- DMS.
- In-vehicle navigation devices.
- HAR.
- Centrally controlled and integrated RWIS.
This tool is intended to address one tourism congestion problem and,
when combined with other advanced traveler information systems can be an
effective means to address other road problems and congestion issues, such
as inclement weather, and special events.
Institutional Issues
The route diversion may have impacts on tourist sites and corridors as
traffic is diverted onto other routes.
Implementation Issues
A maintenance plan will need to be implemented to ensure all of the
permanent signs are in-place, especially during the peak season, so
motorists do not get lost. In addition, diversion routes may need capacity
and safety improvements.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Rural Applications of Advanced Traveler
Information Systems, Recommended Actions, FHWA publication number
FHWA-RD-97-042
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Click the image to see a full size version |
5.7 VEHICLES AS TRAFFIC PROBES
Needs Addressed
Use vehicles as traffic probes for the collection of traffic
information such as incidents, incident locations, travel times and
traffic congestion areas.
Description
Vehicles acting as traffic probes allow for the collection of accurate
data on current traffic conditions. The system utilizes transponders that
are installed in vehicles and transponder readers that are placed along
the roadway. Fixed reader sites are located at areas along roadways where
traffic congestion is endemic. Portable transponder readers can be used in
areas such as work zones or for facilities serving special events to
determine travel times at those locations.
The reader scans the transponder and sends the tag identification to a
computer where the information is analyzed. Traffic incidents are
automatically identified through an incident detection algorithm. The
algorithm determines the probability of an incident when
transponder-equipped vehicles detected at an upstream reader site are not
detected at the downstream site within the expected arrival time.
Real World Examples
New York TRANSMIT (New York, New Jersey,
Connecticut) |
Goals: Collect accurate and timely
traffic data about current road conditions through non-intrusive
means.
Approach: The TRANSMIT system uses
transponders issued as part of the EZ Pass electronic tollcollection
systems. TRANSMIT has installed a number of readers along specified
roadways with the capability of identifying the vehicles equipped
with transponders at periodic intervals.
Location: New York, New Jersey and
Connecticut Tri-State area. Garden State Parkway, I-87/287, Sprain
Brook Parkway, Hutchinson Parkway, I-95, I-278, Route 440
Current Status: Operational. Due to
success of system, it will be expanded. Future Activities: Phase 2
will provide transit vehicle locations in real time to Port
Authority Bus Terminal personnel. Information on bus locations from
strategically located TRANSMIT readers will enable improved routing
and dispatch decisions. Phase 3 will consist of expanding TRANSMIT
to include reader installations on missing highway locations and in
NJ Transit garages. Impacts: TRANSMIT will provide a fast and
efficient method for detecting incidents and measuring travel times.
NJ Transit bus dispatchers at the Port Authority terminal will make
a greater number of correct dispatch decisions when armed with bus
location data. More travelers will use travel time data to modify
their route.
Cost Information: Phase I: $2.3
million. Phase II: $1.2 million
Participating Institutions: TRANSCOM,
New York/New Jersey/Connecticut transportation agencies
Contact: Tom Batz, TRANSCOM, (201)
963-4033 |
Benefits
- Improved and more accurate traveler information;
- Better and improved data source for traffic information
dissemination and analysis; and
- Traffic information.
Lessons Learned
The project has been extremely successful. The use of this project as a
model for future deployments should be considered.
Opportunities
The TRANSMIT system has the potential to provide extensive data for
traveler information systems. Its current capabilities in terms of real
time link and travel time estimates should be exploited. TRANSMIT system
data could be used to provide estimates for incident duration and to
predict effects of incidents on the roadway as well as adjacent roadways.
The rapid high volume data acquisition capability of the TRANSMIT
system can enhance research in advanced traffic flow theory. It could
provide an unmatched opportunity to verify various proposed models with
real time traffic flow data. The TRANSMIT system should become a case
study for multi-jurisdictional project types. Various metropolitan areas
in the U.S. could benefit from the experiences gained through the
implementation of the TRANSMIT system.
TRANSMIT has been primarily sponsored with federal funds and resources.
Various innovative alternativefunding mechanisms should be sought for
establishing public/private partnerships for future expansion and
operation.
Institutional Issues
Institutional issues include significant privacy concerns. Using
vehicles equipped with transponders as probes is very beneficial for
traffic monitoring purposes as well as incident detection. Today, ITS
Privacy Principles stipulate that the transponders used as probes would be
assigned a random number and that random number would be used for traffic
probe purposes. The actual transponder ID would remain private. This
prevents any entity from tracking any individual user.
Implementation Issues
In order for probe applications to be useful, the number of
transponder-equipped vehicles would have to attain a certain system
specific threshold.
Reference
NYSDOT
ITS Toolbox for Rural and Small Urban Areas |
Click the image to see a full size version |
5.8 RURAL FREEWAY ACCESS MANAGEMENT SYSTEMS
Needs Addressed
Access management along rural freeways is typically related to weather,
crashes, emergency evacuations or maintenance operations that close the
freeway for periods of time. As a result, large volumes of traffic (many
of which are commercial vehicles) are routed on to local surface streets
often for many hours or even days. Local services in small and rural towns
are not sufficient to support these large masses of traffic. Many times
freeway travelers are not alerted to such closures until they reach the
point of closure.
Description
Rural freeway access management systems attempt to spread the number of
vehicles diverted off freeways over a larger geographic area such that
sufficient services (i.e., hotels, restaurants) are available, and not to
overcrowd small rural towns. Rural freeway incident management systems
typically use combinations of freeway closure gates (either remote
controlled or manual) and information systems to alert travelers to the
closures.
Real World Examples
Freeway Gate Operations (Minnesota) |
Goals: To direct traffic off
Interstates and to prohibit access during unsafe driving
conditions.
Approach: Gates are used in the
mainline to direct traffic off the Interstate and also on the
on-ramps to prevent more traffic from entering the Interstates.
Gates may either be manual swing gates, or remote controlled gates
that may be lowered automatically from the roadside.
Location: Original deployments were
along I-94. Currently, 65 gates are in use along I-94, Highways 10
& 210, and along I-90.
Current Status: The first gates were
deployed in 1996/97. Deployment of gates does not take considerable
time, however Mn/DOT conducted a series of user needs and feedback
discussions during the process to ensure proper placement of
gates.
Future Activities: Mn/DOT is planning
expansion of the number of gates deployed and planning to coordinate
operations of closure gates on a statewide level.
Impacts: The overall opinion of Mn/DOT
and law enforcement personnel is that the gate systems offer an
effective method for closing gates. The travelers noted that the
gates provide a clear indication that the road is closed.
Cost Information: The costs for
materials and installation of 43 gates was found to average
approximately $3,700 per gate.
Participating Institutions: Minnesota
Department of Transportation
Contact: Farideh Amiri, Mn/DOT OATS
Office, (651) 296-8602
Other Examples: North Dakota closure
gates, Wyoming, and Montana |
Benefits
- Reduced delays by not allowing travelers to enter a freeway that is
closed ahead;
- Reduced number of incidents by not allowing travelers to enter or
remain on a freeway that is unsafe for travel; and
- Reduced risk of injury to maintenance personnel by not entering the
roadway to manually close gates (if remote controlled gates are used).
Lessons Learned
Gate closures are much easier to implement than other methods for
closing access to the freeway (i.e., barricades, vehicles or snow piles).
Gates offer a low cost method for allowing the closure of roadways,
however, local guidelines must be followed regarding who has the authority
to close freeways and such operations must also comply with standards set
forth in the MUTCD.
Opportunities
Gates may be useful in traffic control during planned construction /
maintenance activities.
Institutional Issues
Travelers expressed some confusion as to why the freeway was closed
when the weather seemed fine locally (which was done to keep traffic from
having to be rerouted at the point of closure several miles down the
road).
Implementation Issues
The gate closure systems are proven and effective, however they do not
simplify the difficult decisions of when to close the freeway. These
decisions still involve several agencies that together must reach
decisions. Public information is also a component that must be considered.
Reference
Documentation and Assessment of Mn/DOT Gate
Operations October, 1999; prepared for Office of Advanced
Transportation Systems, Mn/DOT; prepared by: BRW, Inc.
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Click the image to see a full size version |
5.9 PARKING MANAGEMENT SYSTEMS
Needs Addressed
To increase municipal parking revenues and improve the enforcement and
servicing of parking meters.
Description
New parking meters accept coins, tokens and electronic keys. The keys
work like a debit card: they are programmed with a certain value when
purchased, which decreases as they are used for parking. The amount of
money deducted from the key each time it is used is determined by the
number of times the key is turned in the meter. The keys can be
reprogrammed at a kiosk. The parking meters can also be equipped with a
sensor to detect when a car has left the parking spot, so the next driver
would need to insert money to park there. A microchip in each meter tracks
the amount and rate of collection, allowing pick-ups to be conducted only
when needed, as well as the times when parking enforcement is most
critical.
Information that is kept by the parking meter can be downloaded to a
personal computer. Parking ramps and parking meters are now using a more
automated system of payment for parking services. Ramps and parking meters
still accept regular money, but also use an electronic debit key to
purchase parking time. Parking ramps will deduct from the account
depending on the amount of time they use the ramp. Meters deduct money
dependent on how many times the key is inserted.
Real World Examples
Smart-Key Payment for Parking Meters
(California) |
Goals: To raise parking meter revenues
by providing more payment options, to improve the enforcement and
service of meters, and to provide more payment flexibility to
users.
Approach: New parking meters accept
coins, tokens and electronic keys. The keys work like a debit card:
they are programmed with a certain value when purchased, which
decrease as they are used for parking. A microchip in each meter
tracks the amount and rate of collection, allowing pick-ups to be
conducted only when needed, as well as the times when parking
enforcement is most critical.
Location: The meters can be used in any
area where parking meters are used. A kiosk for purchasing keys and
parking time must be easily accessible.
Current Status: In West Hollywood, CA,
500 smart-key meters were initially installed to replace traditional
coin- and token-operated meters. The city had intended to replace
the remaining 1,200 meters over a period of several years but
accelerated the process due to the popularity of the meters. All of
the meters have now been replaced.
Future Activities: The program has been
fully implemented.
Impacts: Revenues from parking meters
rose about 5 percent in the first year of operation, although this
is partly attributed to more coin options as the older meters only
accepted quarters. This program became immensely popular with local
businesses, which requested that all the meters be replaced to allow
key use.
Cost Information: The meter mechanism,
not including the housing, costs about $190, which is $25 more than
a coin-only meter. Other components include a hand-held personal
computer for downloading information form the meters, and kiosks for
dispensing and reprogramming keys.
Participating Institutions: The City of
West Hollywood, CA.
Contact: West Hollywood Transportation
and Public Works 323-848-6375 |
Smart Parking Meters (Pennsylvania) |
Goals: To raise parking meter revenues
by resetting parking meters when each car leaves a parking space.
Approach: Meters contain sensing
technology to determine when a vehicle has left a parking space. It
then resets the meter to zero, requiring each new driver to put
money in the meter. Programming options can also enforce the maximum
amount of time allowed in a parking space and will record when the
meter last expired. A hand-held computer is used to collect the
information from the meters. Information is then downloaded to a PC,
which is used to process information about the meters, including the
average duration of parking, most popular times for the meter and
duration of unpaid parking. To defray criticism of the meters,
mostly from local retailers, drivers are given five free minutes
when they enter the space and five grace minutes after their paid
time expires.
Location: Meters with sensors can be
used anywhere a parking meter is used. New Hope, Pennsylvania is
piloting the system.
Current Status: Fifty-eight meters were
converted to include sensor technology and tested for a one-year
trial.
Future Activities: Plans to replace
existing meters are currently on hold. Impacts: Revenues from
parking meters have increased more than 50 percent since the new
meters were installed, which more than covers the increased cost of
the meters.
Cost Information: The equipment cost
$2,200 per quarter for all 58 meters on a 5-year lease. The meters
can be purchased for approximately $4,000 to $5,000 each.
Participating Institutions: Borough of
New Hope Police Department
Contact: Chief Robert Brobson, Borough
of New Hope PD. (215) 862-3033 Vince Yost, President, Intelligent
Devices Inc., (610) 584-8830. |
Benefits
- Decreased enforcement and money collection costs. The meters are
computerized and will alert personnel automatically when they need to be
serviced.
- Increased convenience to customers and businesses. Customers have
other options to pay for parking, and businesses can receive more
customers due to the increased convenience.
Lessons Learned
While the public generally appreciates the opportunity to pay for
meters with currency other than coins, there may be some initial
frustration from users who do not understand the system and receive
parking tickets.
Opportunities
Many other transportation-related applications exist for this debit-key
technology.
- This type of technology enables a one-stop shop approach to
purchasing transportation services. This technology could be used to
purchase bus fare, train fare or pay for parking in municipal lots or
ramps. The key can be recharged at any number of places the accept the
key as payment. Also, the system could be used more as a billing system,
where the user can use as many services as they need, and they get
billed monthly for the usage on their key code.
- Some municipalities and private companies use a magnetic key system
similar to this for dispensing fuel, for example. The user takes the
vehicle to a fueling station, inserts the key for that vehicle, enters
the mileage and the fuel dispenses in the vehicle. Hence, the record
keeper has an automatic record of fuel usage by every vehicle in the
fleet.
Institutional Issues
City may wish to recommend that parking enforcement be more lenient
during the introductory phase of the project. Local media should be
encouraged to have brief news segments on the new meters.
Implementation Issues
In order for this system to become a true, municipal "one-stop
shopping" system, parking meters, buses, trains, parking ramps and other
transportation components should be retrofitted with the debit-key system.
Convenient areas to recharge the key are also needed. There will be
problems with opposition to the plan of having a car detection system.
Drivers and businesses may think that all meter time should not be lost
once the driver leaves.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD- 91-108, October 1997.
City
of West Hollywood
New
Hope, Pennsylvania Smart Parking Meters |
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5.10 WORK ZONE SAFETY SYSTEMS
Needs Addressed
To improve work zone safety using traffic calming techniques.
Description
Roadway construction and other events often result in restricted
right-of-way, lane drops, detours and other restrictions, which affect
travel flow and safety across the roadway network. Drivers need sufficient
advance notification to facilitate smooth traffic merging and minimize
delays. The project example described below uses advance warnings to calm
the traffic and induce smoother transitions into limited lane areas.
Real World Examples
"Lane-Drop Smoothing System" (Indiana) |
Goals: To improve work zone safety and
traffic operations by encouraging drivers to merge sooner in advance
of construction zones.
Approach: A series of portable "DO NOT
PASS" signs equipped with flashing beacons is placed at the approach
to a construction site. Electronic occupancy sensors are placed in
the roadway. At the outset of operations only the sign nearest to
the work zone has activated beacons. When a certain threshold is
detected by these sensors, that is, as the volume of traffic grows
more heavy at the approach to the construction, the beacons on the
next sign upstream will also be activated, and so on. As traffic
flow varies, the signs are activated or deactivated in sequence.
Location: State of Indiana
Current Status: The lane-drop smoothing
system is in use, and a statewide specification for the solution has
been written. Currently, there are experiments to use four signs
instead of five, thereby making it more inexpensive to use.
Future Activities: The system will
become a standard for use in the State of Indiana for contractors
working on road construction.
Impacts: Reports claim that there is a
drop in driver anxiety and "road rage" when a driver reaches the
construction zone. Anecdotal reports have claimed that the system
effectively encourages drivers to merge sooner before they reach the
construction zone.
Cost Information: The current system
cost approximately $3,500 per sign. This includes the beacons, the
signs and the sensors for the traffic counts.
Participating Institutions: Indiana
DOT
Contact: Indiana DOT, Public Affairs
Division. (317) 232-5533
Other Examples: PA DOT uses a late
merge concept |
Benefits
- Less delay due to construction and maintenance work.
- Decrease in vehicle repair and other costs due to fewer
accidents.
- Increased safety for construction and maintenance personnel.
- Smoother traffic flow at construction sites.
Lessons Learned
Providing travelers with information regarding the delay which they are
currently encountering has been shown to reduce traveler anxiety and also
improved travel conditions by allowing vehicles to merge sooner, thus
"smoothing" the lane drop process. This project undertook a new and
innovative way to dynamically adjust the location of the lane drop to
facilitate travel through the work zone.
Opportunities
Given the portable nature of the signs used for this system, various
additional uses for the equipment can be envisioned. These may or may not
need to be used in conjunction with the occupancy sensors which are part
of the Indiana lane drop smoothing system. Numerous additional uses can be
envisioned including:
- Warnings to drivers about construction personnel in or near the
roadway ahead.
- Sensors could provide data on current travel times or average
operating speeds to maintenance or construction personnel.
- Temporary speed limits - either regulatory or advisory limits.
- Directions to parking facilities with dynamic information on
available spaces for special events.
- Diversion advice.
- Warnings of temporary hazardous roadway or weather conditions.
- Temporary vehicle width, height or weight restrictions.
- Dependent on the various types of uses suggested above, different
communications, additional sensors, or alternate data needs would need
to be accommodated. For example, in the case of providing information to
drivers on parking facilities with available spaces, appropriate
instrumentation at these facilities would need to be installed.
Institutional Issues
Institutional issues may arise regarding enforcement, when used,
etc.
Implementation Issues
A potential implementation issue associated with this technology is
ensuring that construction personnel are given adequate training and
guidance regarding positioning, operation, and uses of signs to achieve
the desired results. For example, if signs are positioned too closely to
the work zone, positive benefits may not be achieved. Indeed work zone
safety could even be negatively affected. As was described above, the lane
drop system signs could be used for a variety of other messaging purposes.
It is likely that different sign sittings would be required depending on
the messages being displayed, in which case care should be taken to ensure
that personnel are aware of the different sign locations appropriate for
each type of message.
As a means of encouraging use of these signs, State DOT could consider
purchasing the signs, which could then be "rented" by cities and counties
or contractors, if appropriate, for their use.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD- 97-108, October 1997.
FHWA Work Zone Safety
web site
FHWA Operations
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5.11 LOW-COST VEHICLE DETECTION
Needs Addressed
Vehicle detection to determine traffic volumes or lane occupancy is
essential for timing traffic signals, planning roadway expansions and
predicting traffic impacts, even on low volume roads or rural areas.
Traditional loop detectors require permanent installation and are
expensive.
Description
This simple solution uses less expensive audio technology to detect the
presence of vehicles in order to determine lane occupancy, perform vehicle
counts and detect vehicular speed.
Real World Examples
Acoustic Energy Sensor for Traffic
Applications (AZ, TX, VA, Mass.) |
Goals: To develop a low-cost
alternative to loop detectors for monitoring traffic flow and lane
occupancy.
Approach: The sensors measure the
acoustic energy radiated by passing vehicles to determine the lane
occupancy and vehicle count. The acoustic detector can also
determine vehicle speeds, types and, when used as part of a network,
link travel times.
The sensors work very well in free-flow speed
traffic because of the sound-wave compression, but do not work very
well in congested conditions.
Location: Sensors are currently in use
in Arizona, Texas, Virginia and Massachusetts and can be used where
there is a pole, bridge or overpass on which to mount it.
Current Status: This technology has
been tested and deployed in multiple localities.
Future Activities: No future activities
are planned. The current deployments are considered permanent.
Impacts: These sensors are inexpensive
and maintenance is easier than a loop detector.
Cost Information: Equipment per lane
including installation is approximately $2000 per lane.
Participating Institutions: FHWA,
Arizona DOT, Texas DOT, Virginia DOT, Massachusetts
DOT.
Contact: Manny Agah, Arizona DOT, (602)
712-7640 |
Benefit
The ability to install temporary vehicle detection during special
events or temporary construction activities.
Opportunities
Because this system is capable of being moved, it may be used in
temporary conditions such as construction sites and special events.
Detection systems such as this may be linked to incident detection
algorithms to determine when traffic conditions merit response actions.
Implementation Issues
Because this system relies on acoustic information to detect traffic,
there may be locations, such as busy intersections or in the vicinity of
airports, where the system is unsuitable due to interference from other
sources of noise. In addition, because the sensor require mounting on a
pole, bridge, or overpass, some locations may be unsuitable for this
system.
Reference
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
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6. RURAL TRANSIT AND MOBILITY
This Section contains descriptions of the tools that fall within the
rural transit and mobility rural development track. These are:
- Coordination of rural transit services;
- AVL on agency vehicles; and
- Improving public mobility.
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Click the image to see a full size version |
6.1 COORDINATION OF RURAL TRANSIT SERVICES
Needs Addressed
Stakeholders had concern about providing transit services for their
rural communities. In addition, there is a need to provide a coordinated
transit service with a central dispatching area.
Description
The purpose of most Advanced Public Transportation Systems (APTS) in
rural areas is to increase the mobility of the residents within the area.
Rural public transportation systems can take many forms and involve many
or a few advanced technologies. Types of APTS range from a paratransit or
demandresponsive system to a fully coordinated public transportation
system that incorporates both fixed route as well as paratransit
operations and combines the services with APTS technologies.
Technologies that may be applied to rural transit systems may
include:
- Demand-Responsive Transit Services: These systems currently
predominate in rural areas. Demand-responsive only systems typically
have more vehicles than fixed-route only systems.
- Automatic Vehicle Location (AVL): AVL systems measure real-time
positions of vehicles using onboard computers, electronic tags and a
positioning system (such as global positioning system, sign post, or
dead-reckoning) and relay the information to a central location.
- Transit Operations Software: Automates, streamlines, and integrates
many transit functions and modes, including computer-aided dispatch,
service monitoring, route planning, and supervisory control and data
acquisition.
- Geographic Information System: GIS is a computerized database
management system in which databases are related to one another using a
common set of location coordinates. GIS is used to display fleet and
route data on a display map.
- Traveler Information: When applied to rural transit, traveler
information can take many forms, including pre-trip information,
in-vehicle information, and interminal/wayside information.
Real World Examples
ARTIC Transit AVL (Minnesota) |
Goals: Minnesota's ARTIC project uses
AVL technologies to allow a rural transit system to provide, among
other things, real-time location and communications with buses.
Approach: Through cooperative effort
among agencies, the system tries to eliminate gaps or duplications
in the communications systems, while enabling computerized
reservation and scheduling services, improved response times to
highway emergencies, and the combination of decentralized dispatch
centers. Minnesota's ARTIC project has several different elements of
AVL, including real-time location and communications with buses. It
can be used to locate buses, as well as reporting schedule adherence
information, communications with buses via text messages, and tracks
system efficiency.
Location: Arrowhead Region (Minnesota
District 8, including Virginia, Minnesota) 18,000 square miles;
3,000 miles of roadways. The area is almost exclusively rural, and
has a high percentage of transit dependent citizens. Annual totals:
Arrowhead Transit (3 yr. Avg - 1994, 95, 96) = 366,072 and the City
of Virginia Dial-A-Ride (3 yr. avg. - 1994, 95, 96) = 58,060.
Current Status: Project has been
deployed.
Future Activities: N/A
Impacts: The successful deployment of
this project has lead to a statewide system of transportation
operation and communication centers (TOCCs) throughout
Minnesota.
Cost Information: The cost of the
entire project was $1.5 million dollars. Of this, $500,000 is slated
for design and development. Costs were split between FHWA, Mn/DOT
and Qwest Communications. The agencies have built the cost of
continuing the program into their current budgets.
Participating Institutions: Arrowhead
Transit, Mn/DOT, City of Virginia Dial-A-Ride, Minnesota State
Patrol, Qwest Communications, FHWA.
Contact: Dick Maddern, ITS Coordinator,
District 8 Virginia, (218) 749-7798 ext. 3804,
richard.maddern@dot.state.mn.us
Other Examples:
- Cape Cod Rural Transit Information and
Coordination, MA
- Beaver County Mobility Manager, PA
- AVL Systems for Rural Transit
Providers
- Smart Flexroute Integrated RT Enhancement
System, VA
- Urban/Rural Corridor Application, NM
- ATHENA, OR
- WS DOT Ferry System ITS Application
"Status Flash"
- FL Coordinated Transportation System
- Santee Wateree Regional Transportation
Authority, SC
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Benefits
- Increased mobility and access to community services and businesses
for seniors, younger travelers, and any citizens without access to a
vehicle;
- Increased sales and enlarged service area;
- Decreased operating costs and increased efficiency of mobility
services; and
- Improved quality of life and vitality in rural towns and
communities.
Lessons Learned
Operator training can be an unexpectedly large cost for this type of
project.
Opportunities
Cellular technology could be utilized to accomplish the same results,
however, constant communication with the driver regarding location could
be distracting and expensive.
Institutional Issues
This solution is ideally suited to an area, which has existing transit
and mobility services that may be streamlined. A new organization may need
to be established so as to minimize the likelihood of local service
providers perceiving the initiative as diminishing their control over
their own operations.
Implementation Issues
This type of multi-agency system may be most effective in areas with a
large elderly population, communities in which health care providers are
long distances away from the majority of residents, or communities with
numerous active agencies providing some form of ride assistance to
non-driving members. A high level of cooperation and coordination among
mobility service providers will be required for such a system to be a
success.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Rural Public Transportation Technologies:
User Needs and Applications, Prepared for FHWA and Federal Transit
Administration by TransCore, 1998.
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
Intelligent Transportation
Infrastructure, US Department of Transportation publication number
FHWA-JPO-96-0022.
Advanced Public Transportation Systems: The
State of the Art Update >98, Federal Transit Administration
publication number FTA-MA
Minnesota
Guidestar Web site for ARTIC
AVL on Agency Vehicles project example in this document |
|
6.2 AVL ON AGENCY VEHICLES
Needs Addressed
Utilize automatic vehicle location (AVL) technologies to track the
location of agency vehicles, including snow plows, transit, maintenance,
and police vehicles, in real-time.
Description
The majority of AVL technologies use the Global Positioning System
(GPS) to pinpoint the location of various vehicles equipped with a GPS
receiver. GPS is a free service provided by the US Government, which
allows the use of a constellation of 24satellites in orbit 10,900 miles
above the earth. Vehicles with GPS receivers have their position
determined by a space/time triangulation of three or more of the 24
satellites. AVL also incorporates a wireless communications system to
communicate the vehicle location back to the control center. Some options
for this communications link are the State's existing radio frequency
system, cellular communications, cellular digital packet data (CDPD), or
satellite communications. The goal of implementing AVL on agency vehicles
is to track vehicle locations to incident sites for fleet management, for
special applications such as salting and snow plowing, and to provide
communications, both voice and data, between agency vehicles and dispatch
centers.
Combined with GIS software or mapping database, and road weather
information systems, this technology can ensure the most cost-effective
use of resources and deploy snow plows and de-icing materials to those
areas most critically in need.
AVL has been utilized heavily in the commercial vehicle industry in
fleet management and the US Government uses GPS regularly for the
deployment of ships, airplanes and missiles. It should be noted that, in
order to protect GPS from being used against the US, the US Government
builds a degradation into the signal, resulting in less accurate location.
However, depending upon the accuracy needed, agencies can also use
differential GPS (DGPS) to gain extremely accurate locations for
additional ongoing fees. The AVL system could also be used as traffic
probes for improved traffic management and traffic information
dissemination.
Real World Examples
Advanced Rural Transportation Information and
Coordination (ARTIC) (Minnesota) |
Goals: To locate vehicles for improved
fleet management of agency vehicles. The AVL component of ARTIC
supports the overall goal to coordinate and integrate the
communication between various public agencies.
Approach: GPS equipment is installed on
fleet vehicles to allow for quick location identification and
deployment. ARTIC also uses mobile data terminals (MDTs) for the
ability to send data between the vehicle and dispatching center for
increased communication capabilities.
Location: Arrowhead Region (Minnesota
District 8)
Current Status: The operational test
started in October 1997 and ran through September of 1998. AVL and
MDT are functional on 15 Mn/DOT vehicles, 4 Minnesota State Police
vehicles, and 15 transit buses. An interface was developed between
the MDTs and the sand spreader control on the plow trucks to
demonstrate downloading of spreader information to the
communications center.
Future Activities:
- Continue expanding application of the
system for State Patrol and Mn/DOT.
- Provide for automated transfer of accident
location from GPS to accident reporting software.
- Expand radio service from Little Fork
through the ARTIC Communication Center to the Gilbert Transit
Center.
Impacts:
- Success of the interagency cooperative
endeavor has spurred interest in creating 9 statewide rural/small
urban transportation operation and communication centers.
- Reductions in response time for accident
and road condition emergencies through combining DOT and public
safety dispatching.
- Proactive response to maintenance need and
traveler information.
Cost Information: Total budget $1.8M;
expenditures to date $1.5M. GPS equipment is currently available
from multiple suppliers with costs ranging from $300 to $40,000.
Participating Institutions: Minnesota
State Patrol; Mn/DOT; Arrowhead Transit; City of Virginia
Dial-a-ride; FHWA; US West Communications
Contact: Dick Maddern, District 8
Virginia, (218) 749-7793 ext. 3804, richard.maddern@dot.state.mn.us
Other Examples: Mount Desert Island,
ACADIA National Park ITS FOT |
Benefits
- Better removal of snow from the roadway resulting in faster incident
response and reduction in delays;
- Improved safety on roadways during inclement weather. Quicker
dispatching of emergency vehicles;
- Ability to monitor agency vehicles in real-time. Optimize the
dispatching of agency vehicles for numerous operations;
- Reduction in travel time delays and increased supply of traffic
information; and
- Favorable public perception of DOT.
Lessons Learned
- Initial budgets and schedules proved to be quite optimistic. Longer
deployment schedules and increased costs are expected along
the
implementation process.
- Implementing an AVL system will require at least one full-time
agency person dedicated to the project as the system is designed and
integrated.
- Developing and maintaining solid partnerships is critical to the
success of the process. This may entail establishing memoranda of
understanding between stakeholder agencies to lie communicate fiscal and
operational responsibilities.
- A committed project champion (empowered to make key decisions) at
the local level is necessary to keep the project moving.
Opportunities
In the ARTIC deployment, the success of the project increased the DOT's
awareness of the benefits of sharing resources among stakeholder agencies.
As a result, Minnesota is seeking to deploy a statewide network of
transportation operations and communications center that will address the
needs of rural and small urban areas. Again, the approach is to leverage
the resources, knowledge and opportunities of the combined stakeholder
agencies.
Institutional Issues
Likely participants include DOTs, police agencies, and transit. If
vehicles, such as police vehicles, are equipped, there may be issues
pertaining to data access as well as vehicle whereabouts. As more agencies
choose to participate, costs can be decreased as they are shared among
more parties; however, greater coordination between these participating
agencies will be necessary. The need to anticipate and identify
institutional issues between multiple agencies may also arise as
participation increases.
Implementation Issues
- Design and deployment consideration of ITS technologies in the rural
environment (e.g., communications availability)
- Need considerable interaction with numerous vendors and examination
of numerous products to ensure technology is feasible in the rural
environment, and to ensure cost-effectiveness.
- Partnership involvement may either inhibit or expedite project
deployment. Strong representatives and good involvement from stakeholder
agencies will help to alleviate these concerns.
- Project must satisfy a common vision and partners need to be
committed to work through institutional and technical issues.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Virginia Department of Transportation
Northern Virginia District, Automated Vehicle Location System Pilot
Project, December 1997. |
Click the image to see a full size version |
6.3 ENHANCED PARATRANSIT DISPATCHING
Needs Addressed
This tool addresses the need to make public transit more known and
accessible to potential users.
Description
Urban transit consists of a combination of rail types. What about rural
transit? The lack of density in rural populations cannot financially
support the use of buses and light rail. Instead, lower-density vanpools,
paratransit vehicles, and car-pool programs are used to increase mobility
in rural areas. The challenge is not the willingness to provide this
service or availability of rural transit. The challenge is making the
transit service known and making it just as convenient to customers as
using their own cars.
Real World Examples
Self-Drive Dynamic Van Pooling Program
(California) |
Goals: To get partially full vanpools
filled to capacity with short-distance riders.
Approach: Via in-vehicle radio/cell
phone technology equipment , the vanpool operator is able to
communicate en-route with a dispatcher by sending numerical message
packets that relay a variety of information including: time and
location of departure; number of available seats; and the need for
emergency assistance.
Location: Anaheim, California
Current Status: The project was active
for a year, but now complete. Anaheim's vanpooling system is still
in use, but without the Teletrack technology.
Future Activities: No further
experiments with this system will be performed.
Impacts: Goals to get ridership to
increase with short-distance travelers failed. The program was not
financially feasible for short distance vanpooling.
Cost Information: A $50,000 grant for
the program went toward marketing and the purchase and installation
of Teletrack equipment in five City of Anaheim vans. The grant was
issued by the South Coast Air Quality District.
Participating Institutions: Anaheim
Transportation Network and the City of Anaheim
Contact: Diana Kotler, Anaheim
Transportation Network (714) 254-5277 |
Community Transit / Car-Pooling Internet Site
(Pennsylvania) |
Goals: To improve the accessibility of
transit service information to potential users, and improve the
car-pooling service offered by this transit authority.
Approach: The Community Transit Agency
of York County provides fixed-route service scheduling information,
paratransit service information and a car-pool / ride-share matching
service on an Internet site. The agency sees this as a long-term
business investment as they can trace where patterns of travel are
occurring then introduce bus services there in the future if
economical. Individuals interested in the ride-share matching
service fill out an on-line form. Information is added to a database
that is surveyed by people providing rides. In addition, the
authority also offers services tailored to the travel needs of the
employeesof local businesses. Shuttle services are provided for
various groups of night-shift workers, for example, often partially
subsidized by the employer.
Location: The web site provides
information for residents of York County, Pennsylvania. The county
has an area of approximately 900 square miles. The transit authority
operates fifty vehicles at present. The majority of these travelers
use transit to commute to York City, Baltimore, or Harrisburg.
Current Status: The web site has been
active since May, 1996. The site can be accessed at http://www.rabbittransit.org.
Future Activities: The web site has
recently been redeveloped. In September 2000, the county introduced
StopHopper, a service that allows riders to call the day before
their trip to make a reservation for service. StopHopper operators
give the rider information on the stops closest to their origin and
destination and then work out what time the rider will need to leave
in order to arrive at the desired time.
Impacts: Positive response to the
original web site provided the county with the customer input needed
to create such service expansions as StopHopper.
Cost Information: Precise costs
involved in operating the web site are not available, but it is
fairly inexpensive depending on the amount of Internet traffic it
receives on a monthly basis.
Participating Institutions: York County
Transit Authority
Contact: Steve Bland. York County
Transit Authority. (717) 846-5562 |
Benefits
- Advertisement of services and better communication between the
vehicles and the central dispatch helps to create a more efficient
transit system that is more responsive to those who need it.
- Making short-distance services available makes more people aware of
the service. The vanpool can operate more like a city bus service with a
fixed route.
Lessons Learned
In Anaheim, the marketing and the equipment investment to get more
short-distance riders to use the vanpool was not very effective. Not
enough people required short-distance transit service to make the project
financially feasible.
Opportunities
Partnerships with the private sector may be possible, in which
companies donate a van in exchange for being listed as a sponsor on
transit schedules and on banners displayed on the vehicle.
Institutional Issues
Local Health and Human Services departments may already be providing
rideshare services to the elderly or disabled. Alignment with these
providers may be both necessary and beneficial. Other institutional issues
should be explored such as insurance requirements and challenges
limitations.
Implementation Issues
Low-volume transit generally must be subsidized. A transportation
network analysis and surveying of residents should be done before a
paratransit system is implemented to ensure that a considerable
need exists for the service.
Reference
Community
Transit Agency of York County (PA) Web site |
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7. CRASH PREVENTION AND SECURITY
This Section contains descriptions of the tools that fall within the
crash prevention and security rural development track. These are:
- Speed warning systems;
- Work zone safety systems;
- Automated visibility warning systems;
- Animal warning systems;
- Portable speed warning systems;
- Highway-rail alert systems;
- Bike safety systems;
- Rail-highway crossing safety systems;
- AVL on agency vehicles; and
- Pedestrian safety systems.
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7.1 SPEED WARNING SYSTEMS
Needs Addressed
Use speed warning systems for traffic approaching at high- volume
intersections, work zones and accident locations. Speed warning systems
are also effective for locations that cause sizeable speed differentials
such as mountain passes or curves that require commercial vehicles to slow
more than passenger vehicles.
Description
Informing drivers, based upon weather conditions, road geometry and
their vehicle speed, will enable them to reduce their speed and maintain
control of their vehicle. In addition to warning drivers they are driving
too fast, the speed warning systems can also vary the posted speed based
upon algorithms defined by the DOT. Typical speed warning systems can be
composed of speed measurement technology, an automatic vehicle
classification (AVC) system and a weigh-in-motion (WIM) system, and a DMS
to communicate to the driver. The AVC and WIM technologies are primarily
used for commercial vehicle operations.
Some systems merely inform the driver of the recommended speed for
prevailing roadway conditions (fog, construction, congestion, etc.) and
the driver's actual speed. Other systems run an algorithm to determine the
recommended speed for the particular vehicle's characteristic (loaded or
empty truck, etc.) and the vehicle's actual speed. Speed warning systems
are not necessarily infrastructure intensive. They can require minimal
permanent equipment installation or they can be set up as a completely
mobile system.
Real World Examples
Truck Speed Warning System (Colorado) |
Goals: To improve safety by lowering
the speed of trucks on steep grades with a history of severe runaway
truck accidents.
Approach: A radar gun is installed to
determine the speed of trucks approaching the curve. If a speeding
truck is detected, a dynamic message sign is activated which reads,
YOU ARE SPEEDING AT [XX] M.P.H. 45 M.P.H. CURVE AHEAD. The maximum
design speed for the curve initially outfitted with this system was
45 mph due to limited sight distance. Speed tests were performed
before and after the installation of the sign.
Location: The curve, which is on a down
grade, and which tightens from 7 to 5 degrees midway, is on I-70 in
Glenwood Canyon, Colorado.
Current Status: The system has been in
place and operational since September 1996.
Future Activities: CDOT plans to leave
the system permanently installed. At this time there are no plans to
implement the system in additional locations.
Impacts: Prior to installation, the
85th percentile of truck speed was 66 mph. Following installation,
this was reduced to 48 mph.
Cost Information: The cost of the
system is estimated to be between $25,000 and $30,000.
Participating Institutions: Colorado
DOT
Contact: Jim Nall, CDOT, (970)
248-7213
Other Examples: Seattle Speed Advisory
on Curves California Dynamic Speed Warning Systems ADVISE
I-215 Utah Speed Advisories During Fog |
Travel Aid on Snoqualmie Pass
(Washington) |
Goals: Improve safety and reduce the
hundreds of accidents that occur every winter on Snoqualmie Pass
east of Seattle, WA by using dynamic speed limits.
Approach: The dynamic speed limit
capability uses information from a number of sources to set a safe
speed over the Snoqualmie Pass. Wide aperture radar will track
vehicle speeds. Six weather stations will monitor temperature,
humidity, precipitation, wind and specific road surface conditions.
This information will be gathered and transmitted by packet radio
and microwave transmission to the control center on top of the
mountain. Travel Aid will then calculate safe speeds that are
confirmed by WSDOT staff and transmitted to travelers via nine
dynamic message signs.
Location: Travel Aid covers a 40-mile
stretch of I-90. WSDOT has also added pass condition information to
their web site.
Current Status: Travel Aid has been
operational since the winter of 1997-1998.
Future Activities: The project is
considered a success and will continue.
Impacts: Reduced speed over the
hazardous mountain pass.
Cost Information: Design and
implementation of Travel Aid cost $5,000,000
Participating Institutions: WSDOT,
University of Washington, PB Farradyne, Traffic Master, Engineering
Research Associates, Surface Systems Inc.
Contact: WSDOT, Pete Briglia, (206)
543-3331 |
Benefits
- Less costs incurred in making repairs to crash locations;
- Fewer fatalities and injuries;
- Less costs incurred in repairs or insurance through avoiding
accidents;
- Less costs incurred in repairs, insurance and loss of shipments
through avoiding accidents;
- Favorable public perceptions of safety improvement schemes; and
- Reduced incident management costs.
Speed warning systems will help increase the safety of roadways,
particularly during inclement conditions. Speed warnings advise motorists
when they are operating at unsafe speeds and provide information regarding
proper speeds for roadway conditions and roadway geometry. Vehicles
traveling too fast for conditions, particularly on curves or long
downslopes, increase their risk of being involved in an accident.
Lessons Learned
The public has a favorable perception of safety improvement schemes
such as these. In the case of Travel Aid, as the reduced speed limit is
widely publicized via local media, travelers can use the information as a
measure of how bad the road conditions are, and also to more accurately
calculate their drive time.
Opportunities
The signs in place for the speed warning system could also be used to
communicate additional types of communications links and sensor systems
would need to be installed to enhance current systems. If multipurpose
DMS, and other sensor technologies were utilized, information provided
could include:
- Warnings about construction or maintenance occurring ahead;
- Temporary speed advisories and warnings due to construction
activities or severe weather;
- Snow chains usage advice;
- Advice on the status of mountain passes in winter weather
conditions;
- Traveler information, including diversion advice;
- Warning for vehicles approaching high-speed intersections;
- Warnings of hazardous roadway or weather conditions; and
- Vehicle width, height or weight restrictions ahead.
Interconnection of signs to a regional traffic management or traveler
information center may provide maximum flexibility in the messages, which
could be displayed. Should additional types of information be displayed on
the speed warning signs, rules would need to be established for
determining how and when a speed-warning message should override a more
general informational message.
Institutional Issues
Periodic testing should be undertaken to ensure that drivers are
continuing to alter their speeds in response to the warnings. In cases
where the speeds are not just recommended but are actually enforceable,
the enforcement agencies should be involved.
Implementation Issues
Calibration of speed warning systems is critical. Care should be taken
to ensure that speed-readings displayed on the warning signs are
consistently accurate, as readings that differ from the speedometer
readings in vehicles will negatively impact the credibility of the system.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Smart
Trek Web site
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
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Click the image to see a full size version |
7.2 WORK ZONE SAFETY SYSTEMS
Needs Addressed
Provide a smart work zone system to aid the traveling public and
enhance the safety of field personnel. Some of the types of needs
identified include:
- Enhanced work zone safety and management measures.
- Advanced utilization of technology for work zone areas (e.g.,
lighting, traffic controls, mobile maintenance equipment, dynamic
message signs, flashing lights, signing, and vehicle speed
displays).
- Increased work zone visibility (e.g., advanced detection and warning
systems, advanced notice to the public via advanced traveler information
systems).
Description
Smart work zones are becoming more common, with an increased safety
emphasis for both on-site field personnel and the motoring public. Smart
work zones include the use of one or more of the technologies listed
below, but are not limited to the following:
- Stationary and mobile DMS announcing detours or "construction ahead
with possible delays";
- Speed display signs to make the driver aware of their actual
approach speed;
- HAR to facilitate communications within the work site area among
project manager and site supervisors;
- Vehicle detection and surveillance (e.g., queue length detectors,
closed circuit television);
- Links to traffic control center; and
- Connection to an advanced traveler information system (ATIS), with a
Web site to provide travelers pre-trip information about preferred
routes and potential delays, relieve congestion and also provide early
incident detection with advanced detour notification capabilities.
Real World Examples
Mid-America Smart Work-Zone Deployment
Initiative (IA, NE, MO, KS) |
Goals: To address and improve safety in
work zones by applying intelligent transportation systems
technologies.
Approach: A group of Midwestern states
have collectively pooled resources and efforts to further
investigate technologies that can address safety concerns in work
zones. A primary reason for convening the group is to prevent
duplication of efforts. This consists of holding stakeholder
workshops to identify and prioritize work zone safety problems, and
selecting technologies for evaluation that will improve the safety
and efficiency of traffic operations and highway work. Evaluations
were performed of a number of technologies, including: Solar-Powered
Barricade Warning Lights, Solar-Powered Illuminated RPMs, LightGuard
System, Orange Rumble Strips, Advanced Lane Drop Arrows, Safety Cade
Barricade, Safety Warning System, Wizard CB Alert System, Drone
Radar, Speed Monitor Display, Portable Traffic Management System,
Adaptir, and Traffic Control Plan Design.
Location: Iowa, Kansas, Missouri, and
Nebraska
Current Status: The Mid-America Smart
Work-Zone Deployment Initiative (MwSWZDI) has begun planning for
their third year. Vendors have been invited to a committee meeting
to present technologies that can be used in work zones. Select
technologies will then be identified for testing and evaluation by
participating states.
Future Activities: To test further the
different technologies in work zone applications. The group is
looking forward to other states joining in the research and efforts
of the pooled-fund study.
Impacts:
- Opportunity to evaluate the real-world
effectiveness of technologies in work zones.
- Provide recommendations to other states on
best practices.
- Each partner state has benefited from the
research results of other states.
Cost Information: Approximately $60,000
to $80,000 per state.
Participating Institutions:
- Iowa Department of Transportation
- Kansas Department of Transportation
- Missouri Department of Transportation
- Nebraska Department of Transportation
- Federal Highway Administration
- University of Nebraska Mid-America
Transportation Center (MATC)
Contact: Patrick T. McCoy, Chairman, MwSWZDI
Technical Committee (402)-472-5019
Other Examples:
- Smart Work Zone - Minnesota
- Portable ITS Technology in Work Zone -
Iowa, Missouri, Indiana
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Benefits
- Reductions in traffic delays, stops, and crashes experienced at
highway work zones;
- Savings to road users in accident costs and travel time costs;
- Effective, efficient traffic management techniques that improve the
public's perception of work zone management;
- Reduction in frustration of traveling public if delays are
experienced;
- Implementation of technologies such as the queue length detectors
provide additional data on the traffic situation;
- Provides continuous and updated information to the traveling public
as they approach or travel through the construction zones;
- Provides motorists with an earlier notice of when incidences occur.
This information helps the motorist to consider other options;
- Improves emergency response time to the incident; and
- Decreased variability of speed through work zones.
Lessons Learned
- Implementation of highly integrated portable ITS technologies will
require training and expert advice.
- Field survey of communications capability prior to implementation
of
devices that require linkages to traffic management centers or
other field devices.
- Alternative power sources (e.g., batteries and solar) are good
alternative for mobile applications.
- Lengths of messages on message boards are imperative to being read
and understood by drivers. For example, two-phase message may be too
long.
Opportunities
The pooled-fund structure of the MwSWZDI presents great opportunities
to establish real-world tests and applications of new and emerging
technologies for work zone safety. As more partners are brought on board
the magnitude of the research can greatly increase with the fresh
resources brought on board.
The relationships established among both public and private sector
partners will help the evolution of products that directly cater to the
issues relating to work zone safety.
Institutional Issues
Safety is a considerable issue that departments of transportation would
like to resolve. There is great support at the national and local level
for work zone safety applications. Most institutional issues relate to
determining proper messages and alerts to the traveling public and
training required for the deployment of field devices. For example, proper
placement of message boards to distance of work zone is imperative to
credibility by drivers.
Drivers will likely believe the text and audio messages if they are too
far in advance of the construction zone, or if the messages are not
supported with visual activity. In regards to training, as new techniques
for addressing work zone safety emerge and systems become more integrated,
initial expertise is required for successful deployment. Training of field
personnel is also required to ensure that the technologies are properly
performing.
Implementation Issues
- Physical layout of the work zone can affect the ease of
implementation.
- Interference can inhibit communications of work zone devices and
decrease performance and rechallenges of system.
- Machine vision and other ITS technologies may be sensitive to
construction activities.
References
Midwest
States Smart Work Zone Deployment Initiative Web site
FHWA
Work Zone Program Web site
Portable
Traffic Management System Smart Work Zone Application: Operational Test
Evaluation Report - From FHWA Electronic Document Library |
Click the image to see a full size version
Click the image to see a full size version |
7.3 AUTOMATED VISIBILITY WARNING SYSTEMS
Needs Addressed
Stakeholders need the capability to detect fog and whiteout conditions
in order to post advisories to motorists through dynamic message signs
(DMS) or other information dissemination means (HAR, Internet, kiosks) and
to improve roadway conditions by turning on in-pavement lights defining
the roadway edges.
Description
Weather sensors have been utilized for a number of years to detect
adverse weather conditions. One application of the weather sensors are to
detect inclement weather conditions and warn drivers before they drive
into the affected areas. Automated visibility warning systems use weather
sensors to detect reduced visibility conditions (heavy rains, fog
white-out) and then trigger a permanent or portable DMS with a message
indicating the adverse driving conditions. In addition to triggering
messages on DMS signs, the sensors could also trigger inpavement lights to
turn on, or for information to be sent to a traffic management center for
dissemination through traveler information systems.
Real World Examples
Visibility Sensors on I-64 (Virginia) |
Goals: Ensure the safety of travelers
on I-64 over Afton Mountain near the intersection of I-81.
Approach: VDOT has installed a weather
sensor to detect low visibility conditions on I-64. The sensors are
set up on either side of the road. One sensor sends a light to the
other. When the intensity of the light reaches a certain threshold,
the system triggers a number of inpavement lights to turn on
defining the edges of the I-64 roadway.
Location: Interstate 64 on Afton
Mountain near the intersection of Interstate 81.
Current Status: The system has been
operational for approximately one year with limited
functionality.
Future Activities: The system shall be
implemented on I-77 near Fancy Gap, VA.
Impacts: The system has not been in
full operation for a sufficient time to determine the impact of its
use.
Cost Information: Final costs for the
system have not yet been determined.
Participating Institutions: VDOT
Contact: Gene Martin, Sr. Demonstration
Project Engineer, VDOT, (804) 786-4168
Other Examples:
- Highway Fog Warning System
- Visibility Warning Project, CA
- Idaho Storm Warning System
- I-526 Fog Mitigation Project, SC
- Tennessee I-75 Fog Warning System
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Benefits
- Decrease in crashes on roadway;
- Decrease in major crashes involving a pile-up of cars and trucks due
to fog or white-out; and
- Favorable public perception of safety improvement efforts.
Lessons Learned
The most significant lesson learned with this project has been the need
to establish contractual guidelines that meet the specific needs of ITS
implementations.
The use of unit price type contracts that historically have been used
by DOTs for construction projects does not meet the specific performance
(or percent completion) type contracts that are more effective in managing
an ITS project.
Opportunities
There are many opportunities for systems of this nature, including the
ability to detect and alert travelers to high winds, blowing dust or
potentially assisted distance vision in night driving conditions.
Institutional Issues
The greatest benefit of utilizing this technology is the potential to
decrease the risk of accidents to all motorists traveling these
sensor-equipped roads. An automated visibility warning system requires
little maintenance. The system would need to be checked periodically to
ensure the sensors are calibrated and working properly. The challenges
associated with them, if they did not detect a whiteout or foggy
conditions, could be high.
Implementation Issues
There were no technical implementation issues found during this
project, however the contractual issues of the project provided
implementation issues.
References
Technology in Rural Transportation "Simple
Solutions", FHWA, Publication No. FHWA-RD-97-108, October 1997.
Engineered
Visibility Warning Signals: Tests of Time to React, Detectability,
Identifiability and Salience. IDEA project final report. Available
from FHWA Electronic Document Library
"Description of
a low-cost ($300) visibility sensor", Research & Technology
Transporter - February 1996 Issue. Publication of FHWA Office of
Research and Technology
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Click the image to see a full size version |
7.4 ANIMAL WARNING SYSTEMS
Needs Addressed
Develop a system or device to prevent animal/vehiclecollisions in areas
prone to animal accidents.
Description
Animal/vehicle collisions are becoming more frequent. These crashes
cause damage to the animal as well as the vehicles, and frequently result
in the death of the animal and/or persons. Traditional solutions have
included fencing and other barriers, deer whistles, providing grade
separation between vehicles and animals crossing the corridor, roadside
improvements, vegetation and biologicalmanagement to control the feeding
of animals within the corridor, and modifying driver behavior.
In recent years, several technological solutions have been tested that
can prevent or reduce the number of animal/vehicle collisions. These
solutions vary based upon the type of animal in the area, but include
radio collars that trigger flashing signs when the animals are near the
roadway, and transmitters that activate avehicles radar detector,
encouraging the driver to slow down.
Real World Examples
Greater Yellowstone Rural ITS Priority
Corridor Project (Wyoming) |
Goals: To reduce collisions with
animals such as bison that are devastating to both humans and
wildlife.
Approach: Radar detection activation is
intended to inform the driver of in-road objects that the driver is
unable to see because of low visibility or poor geometric alignment.
This system would activate any current, commercially available radar
detector to warn the driver of a hazard. A transmitter is placed
along the roadway where there are a high number of animal-vehicle
accidents. The transmitter has a detection range of one mile in each
direction. If an animal is detected, the transmitter would send a
signal to an in-vehicle radar detector commonly used to identify
police. On older detectors, the K-band alert will sound. New
detectors under development will transmit dynamic text. Fixed
messages would be stored in the newer detectors that would provide
the driver with more details about the hazard.
Since many vehicles do not have radar
detectors, Yellowstone is considering loaning detectors to tourists
for use on Park roads.
Location: The Greater Yellowstone Rural
Intelligent Transportation Systems (GYRITS) corridor comprises a
loop roadway system traversing through Wyoming, Yellowstone National
Park (YNP) and Grand Teton National Park, connecting Bozeman,
Montana with Idaho Falls, Idaho.
Current Status: Project has been
deployed.
Future Activities: The Western
Transportation Institute (WTI), which initially recommended this
technology, is currently reviewing new animal-vehicle mitigation
methods.
Impacts: Improved safety along the
corridor, especially at night when animals can be very difficult to
see.
Cost Information: The estimated cost
for this system is $3,800, which includes one transmitter, one solar
pack and estimated installation costs.
Participating Institutions: Montana
DOT, WTI, University of Montana at Bozeman, National Automated
HighwayConsortium, California DOT, Lockheed-Martin Inc.
Contact: Kerry A. Gunther, Yellowstone
National Park biologist, Kerry_Gunther@nps.gov; Steve Albert,
Western Transportation Institute, stevea@coe.montana.edu
Other Examples: Near the town of
Sequim, Washington a system is being tested that outfits several
members of the local elk herd with radio transmitter collars. These
collars activate flashing roadside warning signs when the elk are
within a quarter mile of the road. At the time of this writing, the
system had just been implemented and the effectiveness of the system
was not yet known. |
Benefits
Drivers are warned in advance of animals or objects on the roadway,
providing drivers with the necessary time to slow down and make the
appropriate maneuver to avoid a collision. This technology may be very
useful in areas where there are many animal-vehicle collisions.
Lessons Learned
Since many vehicles do not have radar detectors, it may be beneficial
to loan them to those visiting National Parks or campgrounds. Small towns
may want to consider offering a rebate to local residents who purchase
certain models of detectors.
Opportunities
Many new models of radar detector offer a feature called Safety Warning
System (SWS). SWS alerts drivers with a specific audio or text message of
approaching hazards. The messages are transmitted by roadside equipment
purchased by the local DOT.
Institutional Issues
Radar detectors are not legal in all states.
Implementation Issues
It may be beneficial to consult with a wildlife biologist before
implementing any sort of animal warning or control device.
Reference
Gomke, Russ; Rural Automated Highway Systems
Case Study: Final Report; Western Transportation Institute, Dept.
of Civil Engineering, University of Montana. |
Click the image to see a full size version |
7.5 PORTABLE SPEED WARNING SYSTEMS
Needs Addressed
Utilize a speed warning system that can be moved from site to site to
deter speeders on various roads.
Description
Police departments throughout the US are using portable speed warning
systems to slow drivers on roads. Portable speed warning systems use a
two-digit dynamic message sign, radar gun, computer, and generator to run
the system. In most cases, the system is taken to a site that has seen a
high number of speeders or is requested by community residents.
Portable speed warning systems operate off of solar power and require
minimal operations and maintenance work. The unit is placed in the general
direction of on-coming traffic with the radar gun mounted inside the unit.
The system determines a vehicle's speed with the radar gun and displays
the current speed, in real-time, and also stores the speeds in a computer
for further analysis.
Recently, portable speed warning systems have been developed that will
determine a vehicle's speed, take a picture of the vehicles license plate,
and then issue a citation if the vehicle is speeding in excess of a
certain threshold.
Real World Examples
Leesburg Speed Monitoring Awareness Radar
Trailer (SMART) (Virginia) |
Goals: Slow drivers in residential
areas.
Approach: SMART, Speed Monitoring
Awareness Radar Trailer, utilizes a KR10SP microwave radar gun that
is installed within the trailer housing. Also installed is a
palm-top PC and speed display. The system has the capability to
determine the speed of a passing vehicle and to display and/or store
the speed in the palm-top PC.
The Leesburg Police Department uses SMART in
three different operations:
- Speed Awareness - The system displays the
speed and records the speeds on the palmtop PC for further
analysis.
- Speed Monitoring - The display is turned
off and the system records the speeds on the palm-top PC for
further analysis.
- Enforcement - The system displays the
speed, records the speeds on the palm-top PC, and an officer is
on-site to issue speed violations.
Location: SMART is setup on various
streets throughout the Town of Leesburg. Residents may call the
Leesburg Police Department to request SMART be set up on their
street.
Current Status: SMART is operational
and is used on a daily basis.
Future Activities: There are currently
no plans to expand the system.
Impacts: Improved safety in residential
areas as drivers become more aware of their speed.
Cost Information: $15,000 for each
trailer
Participating Institutions: Leesburg
Police Department
Contact: Ofc. Bruce Wolf, Leesburg
Police Department, 65 Plaza St. NE, Leesburg, VA 20176, (703)
771-4503.
Other Examples: Mobile radar device in
San Jose, CA. The system uses a digital photo radar device installed
in a mobile unit and operated by a specially trained staff person.
The device photographs the drivers and license plates and records
the speed of vehicles. Offenders are then contacted by mail.
Citations become official when the offender submits an inquiry for
citation. Signs in the town are posted on streets warning motorists
of the use of the radar device. |
Benefits
- Community residents see the system as pro-active
- Data collection device
Lessons Learned
Because of police union concerns for jobs, the units are only allowed
to operate in low-priority enforcement situations.
Opportunities
Data collected by the equipment may be used for other safety-related
studies.
Institutional Issues
Many jurisdictions are currently using speed-warning systems to deter
speeders. This type of speed warning system has minimal institutional
issues. In fact, most communities welcome the units in their
neighborhoods.
Implementation Issues
The portable speed warning system will need to be calibrated on a
regular basis and when in operation not cause a hindrance to traffic.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997. |
|
7.6 HIGHWAY-RAIL ALERT SYSTEMS
Needs Addressed
To reduce the number of collisions at highway-rail intersections
through the use of in-vehicle warning technologies.
Description
There are numerous collisions annually at highway-rail intersections
throughout the country. While there exists active and passive crossing
systems, many of the intersections in rural areas may not have any
crossing safety system and thus examination into possible alternatives
should be considered. One alternative is to make use of the millions of
existing radar detectors present in personal vehicles around the country.
These radar detectors could be activated to alert drivers of approaching
trains.
Real World Examples
Radar Detection Activation (Georgia) |
Goals: To improve road safety by
providing drivers with advance warnings of hazards.
Approach: The system activates any
current, commercially available radar detector to warn of a hazard.
The basic system emulates the effect of approaching a police
vehicle, sounding the detector's K-band alert. It is intended to
encourage drivers to slow down prior to encountering a hazard or
potentially hazardous situation, such as railroad grade crossing. A
more advanced system is being developed which will require enhanced
radar detectors and transmitters. The Safety Warning transmitter
will transmit a continuous wave to halt a smart detector's scanning.
The transmitter can issue a dynamic text message to the detector or
activate any of a series of fixed text messages, which have been
pre-stored in the "smart" detector, giving more precise details of a
hazard.
Location: The system could potentially
be deployed in any state where use of radar detectors is legal.
Deployment could take place either at site-specific locations, such
as at railroad grade crossings, or on a corridor or region-wide
basis.
Current Status: The system has been
developed and successfully tested in non-live situations. Ultimate
success of the system depends on FCC approval and market uptake.
Future Activities: The implementation
time frame depends on the system being granted the necessary FCC
approval for use of radar frequencies. However, the Safety Warning
System company established to market the system is proceeding with
marketing activities, both to consumers and to state DOTs. Both the
"smart" transmitters and receivers are said to be market-ready.
Impacts: No impacts or results of a
system of this nature have been determined.
Cost Information: Information is not
currently available on costs incurred during the development of the
system, or on the anticipated retail prices of the "smart"
transmitters or detectors. It has been estimated that the cost of
"non-smart" transmitters for a site-specific application, such as a
railroad grade crossing, would be $600 to $800, plus installation
costs. Given that the system is capable of activating any of the
estimated 10 to 15 million radar detectors currently in use, the
system can provide basic warning capabilities at no additional cost
to a driver already owning a radar detector.
Participating Institutions: The Safety
Warning System is a cooperative effort involving the Radio
Association Defending Airwave Rights (RADAR), a national non-profit
organization representing those who make, sell, and own radar and
laser detectors, along with manufacturers B.E.L.-Tronics Limited,
Sanyo Techica USA Inc., Uniden America Corporation and Whistler
Corp. Research and development is being conducted by Georgia Tech
Research Institute.
Contact: Gene Greneker, Georgia Tech
Research Institute. (770) 528-7744 Janice Lee, Safety Warning
System, L.C. (941) 473-1555
Other Examples:
- Sound/light Alarm For Extra Reaction Time
(SAFER)
- Intersection Alert System
- FHWA
|
Benefits
- Drivers would be alerted when approaching a highway-rail
intersection of an approaching train and could take the necessary
precautions to slow and stop their vehicle prior to the crossing;
- Reduction in collisions at highway-rail intersections;
- Potential to reduce cost for more significant active or passive
crossing safety systems.
Lessons Learned
The system provides the capability to alert a driver of the approaching
train by triggering their radar detector. However, there exist additional
issues that must be resolved before this product can be implemented,
including obtaining approval from the FCC and implementing the system in
states where possession of a radar detector is prohibited.
Opportunities
As a result of the large number of radar detectors on the market and
currently owned by drivers, there exists the potential to reach these
travelers at highway-rail crossings.
Institutional Issues
The necessary rules and legislation must be enacted to permit drivers
to use radar detectors to gain benefit from this system. Discussions with
the local and state law enforcement agencies would be required to gain
their buy-in to the project.
Implementation Issues
The implementation time frame depends on the system being granted the
necessary FCC approval for use of radar frequencies. In addition,
implementation of this type of system in states where possession of radar
detectors is illegal would not be possible without a change in
legislation.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997.
Slide
presentation of ITS HRI Standards |
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7.7 BIKE SAFETY SYSTEMS
Needs Addressed
Bicyclists need to have the perception that they are safe sharing the
road with automobiles. In some areas, it is difficult to see bicyclists on
the side of the road, especially in tunnels and on hilly roadways.
Description
These types of solutions bring to the attention of drivers that there
are bikers on the roadway. Using flashing beacons, drivers are reminded
that bicycles are using the shoulder.
Real World Examples
Bicycle in Tunnel Warning System
(Washington) |
Goals: To increase the bicyclists'
perception of safety while traveling through tunnels.
Approach: Prior to the entrance to a
tunnel the shoulder was widened sufficiently to allow bicyclists to
pull off the road safely and activate a push-button, which triggered
flashing beacons on a fixed message sign further upstream of the
tunnel entrance. The sign reads "PEDS / BICYCLES IN TUNNEL WHEN
FLASHING". The flashing beacons operate for a period sufficient for
the bicyclist to pass through the tunnel before timing out.
Location: This system is installed at a
tunnel on Highway 971 in Washington State near the city of Chelan.
The system could be used anywhere there are problems with bicycle
visibility on the roadway.
Current Status: The system has operated
since its installation in 1979.
Future Activities: There are no future
plans to implement this system within the state.
Impacts: No information has been
gathered on accidents involving bicycles in the tunnel either before
or after the system was installed. It is believed that no serious
accidents took place prior to the system being installed, rather the
system was put into place in response to reports of bicyclists
feeling unsafe in the tunnel environment.
Cost Information: The system cost
$5,000 to build and install in 1979. These costs were relatively low
as a power supply was already in place to provide lighting in the
tunnel. Had this not been the case, installation costs would have
been significantly higher.
Participating Institutions: The system
was installed and funded by the North-Central region of Washington
State DOT.
Contact: Janine Ring, North-Central Region,
Washington State DOT. (509) 663-9638
Other Examples: Safe Bicycle-Auto Road
Sharing, Colorado DOT |
Benefit
Drivers will be more vigilant when looking out for bicycles on the
highway.
Lessons Learned
Costs for such a system is significantly higher in areas where there is
not a readily available power source. Solar power may be an option.
Opportunities
This type of warning system can be used for pedestrian crosswalks.
Pedestrians will press a button that activates a yellow beacon above a
pedestrian crossing sign. Vehicles must stop for the pedestrians in the
crosswalk.
Institutional Issues
Partnership opportunities may exist with the National Safety Council,
which would like to make this a national standard for areas with
significant bicycle traffic.
Implementation Issues
A power supply must be nearby to make this feasible.
References
The FHWA
Inform Web site contains information on both the Colorado and
Washington projects.
FHWA Pedestrian and
Bike Safety Research page |
Click the image to see a full size version |
7.8 HIGHWAY-RAIL CROSSING SAFETY SYSTEMS
Needs Addressed
The at-grade crossings of highways and railroads present two distinct
types of challenges for rural areas. The first challenge relates to the
potential for vehicle - train collisions at these intersections. Vehicle
train collisions are common in areas where the crossing is not controlled
by a gate, and often times there are not even flashing lights to warn of
approaching trains.
The second challenge related to rail-highway crossings is that
presented by long trains passing through rural towns that prevent traffic
from crossing over the rail line. In these instances, emergency vehicles
that may be based on one side of the track may be delayed as they wait for
trains to clear the at-grade crossings. Often, one or more bridges or
underpasses exist that would allow emergency vehicles to cross and
advanced information to alert the vehicle driver to proceed along the
route that involves the bridge could result in serious time
savings.
Description
A variety of technologies have been deployed and tested to detect
approaching trains and provide realtime information that could address
both types of needs. For example, pilot studies have equipped school buses
with receivers and display devices capable of announcing the presence of a
train by picking up a signal sent out by the intersection. While such
devices may not be practical in every vehicle, transit vehicles may be
early winners for such devices.
Similar reception devices are considered solutions for emergency
vehicles and dispatch centers so they may be alerted to the approaching
trains and make provisions for finding crossing points at bridges or
underpasses in order to avoid the at-grade crossings.
Real World Examples
Advanced Railroad Crossing Status (ARCS) -
Reno (Nevada) |
Goals: There were two goals of the
ARCS-Reno system. 1. To enhance Reno's existing railroad crossing
warning system. 2. To improve emergency response in Reno.
Approach: Reno has eleven at-grade
crossings in the downtown area. The downtown area has heavy
pedestrian traffic because of the casinos and other tourist
attractions. It also experiences traffic congestion. People are
killed each year at the busy railroad-grade crossings. The ARCS
system collects information on approaching train speed and distance
from an intersection from the existing train detection system. The
information is reported to an operations center, where it is shown
on a digital map. This information helps dispatchers route emergency
vehicles around closed railroad-grade crossings.
Location: This project was proposed for
downtown Reno, Nevada.
Current Status: The project utilized
existing technology in the field and could be deployed in less than
six months.
Future Activities: Reno is considering
several alternatives to improve highway-rail safety. The city is
considering lowering the railroad tracks to eliminate all crossings.
If they do lower the railroad tracks, the ARCS-Reno system will not
be needed.
Impacts: System has not yet been
deployed.
Cost Information: The complete system,
including five closed circuit cameras to monitor the intersections
could be built for less than $260,000.
Participating Institutions: The City of
Reno, the Nevada Department of Transportation and Union Pacific have
assigned Memorandum of Understanding, with Union Pacific paying for
the system and the city operating and maintaining it.
Contact: B.E. (Bruce) Williams, Dir.,
Signal Design Union Pacific, 1416 Dodge Street, Room 1000, Omaha, NE
58179, (402) 271-4582; Steve Varella, City of Reno, (757)
334-2215
Other Examples: There are several other
projects being developed to provide advanced warning of oncoming
trains. In Los Angeles and Boston, systems are being designed to
provide a second sign, which gives vehicles a warning of an occupied
grade crossing. Drivers can then decide whether to alter their route
or to wait at the crossing. |
Benefits
- Reduced risk of highway - rail crossing accidents;
- Improved communication between rail companies and DOT; and
- Residents feel safer crossing rail intersections.
Lessons Learned
The existing active warning systems for grade crossings provide much
valuable information that can be easily imported to a traffic operations
center or computer-aided dispatch system. That information includes an
accurate way to measure the distance of a train from a signal, the speed
of the train, and an estimate of how long a crossing will be closed to
vehicles. Though small cities may not be interested in a system as
sophisticated as ARCS, the data can be collected with the simple addition
of a modem and software to collect it.
Opportunities
This project was developed by the Union Pacific as a response to the
City of Reno's request that the railroad grade-crossing safety be
improved. This is a common situation in many cities, particularly in the
Midwest, and a system such as this is a less expensive alternative to
moving the tracks. In Reno, the City and Union Pacific will likely spend
hundreds of millions of dollars to lower the tracks and eliminate the
crossings, but that solution is not feasible in smaller communities.
Because the system uses existing and common rail technology, it can be
deployed at almost any active-warning grade crossing, or series of grade
crossing.
Institutional Issues
The ARCS project was not the first choice of Reno, who has wanted the
tracks lowered from the beginning. However, Union Pacific developed the
ARCS system as a lower-cost alternative that would improve safety. The
cost issue between ITS and the physical movement of tracks has also
occurred in other states, particularly Lincoln, Nebraska. Cities want the
railroads that own the tracks to pay the entire cost of moving them, and
the railroads seek lower cost solutions. In Reno, it appears that the City
and Union Pacific have reached a compromise where they will share the
costs.
Implementation Issues
The system was never implemented.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997.
ITS
Technology at Highway Rail Intersections: Putting it to the Test.
Available from FHWA Electronic Document Library |
Click the image to see a full size version |
7.9 PEDESTRIAN SAFETY SYSTEMS
Needs Addressed
A means of improving safety for pedestrians at crosswalks.
Description
This modification to the traditional crosswalk is designed to improve
pedestrian safety in crosswalks where visual obstructions (e.g., high
medians, parked cars or traffic) impede the drivers view. Through the use
of in-pavement lights, illuminated crosswalk signs and pedestrian
activated beacons, vehicles will be warned to slow to a stop when lights
are flashing and allow pedestrians to safely pass through the
crosswalk.
Real World Examples
Pedestrian Crossing Illumination System
(Colorado) |
Goals: To encourage drivers to stop for
pedestrians in crosswalks.
Approach: Pedestrians activate a series
of four flashing in-pavement lights per lane, along with two
flashing pedestrian signs. The lights flash long enough for
pedestrians to safely cross theintersection.
Location: Boulder, Colorado. The system
is currently in use between the Justice Center and the downtown area
at the 11th and Canyon intersection, which receives a high volume of
pedestrian traffic.
Current Status: System is deployed and
operable.
Future Activities: A number of
additional locations throughout Boulder have been proposed.
Impacts: The Traffic Operations
Department conducted a compliance study among pedestrians and
vehicles, before and after the system was deployed. The results
showed an overall improvement in compliance of 95%.
Cost Information: Design and
development costs were minimal, while costs for the actual system
are estimated at $6,000-8,000. Installation costs range from
$2,000-8,000.
Participating Institutions: City of
Boulder Traffic Operations and Traffic Safety Corporation
Contact: Bill Cowern, Traffic
Operations Engineer, (303) 331-3266, cowernb@ci.boulder.co.us
Other Examples: San Francisco, CA:
Talking Signs for Visually-Impaired
Pedestrians |
Benefits
- Increased safety for pedestrians;
- Increased awareness for both motor vehicles; and
- As crosswalks become safer, walking becomes more popular as an
alternative mode of transportation.
Lessons Learned
Sand used in winter months to improve traction on the streets can
inhibit the brightness of the lights.
Opportunities
- Fog Areas: In-pavement illumination with clear lenses marks the edge
of street, highway and/or off-ramps in heavy fog areas.
- Lane control for bridges and tunnels: Switchable illumination change
direction of travel by showing green in the correct direction and red in
the wrong direction.
- Wrong-way warning systems: In-pavement lights connected to loop
detectors warn drivers that they have erroneously entered a freeway off
ramp or other restricted zone.
Institutional Issues
It may be useful to involve the local police department in the
deployment of enhanced crosswalks, as failure to yield to pedestrians is
against the law in most areas.
Implementation Issues
Lights may be vulnerable to snowplows.
References
FHWA Pedestrian and
Bike Safety Research Web page
Traffic
Safety Corporation Web site |
Click the image to see a full size version |
8. OPERATIONS AND MAINTENANCE
This Section contains descriptions of the tools that fall within the
operations and maintenance rural development track. These are:
- Integrated communication systems;
- Information/data clearinghouses;
- Highway Lighting Systems;
- Traffic signal operation;
- Fleet Management systems;
- Smart plows/agency vehicle monitoring;
- Automated anti-/de-icing capabilities;
- Site management during avalanches;
- Transportation operations optimization; and
- Public agency outreach for transportation management.
|
|
8.1 INTEGRATED COMMUNICATION SYSTEMS
Needs Addressed
Utilize technologies to coordinate operations and integrate
communication systems between agencies, including transit, maintenance,
and police in real-time.
Description
Development of a single centralized communications center to serve
multiple agencies was viewed as a positive step towards coordinating
activities between agencies in a real-time manner when circumstances such
as large events, major traffic incidents or inclement weather requires
coordination.
Real World Examples
Advanced Rural Transportation Information and
Coordination (ARTIC) (Minnesota) |
Goals: The objective was to test the
shared application of ITS among various public stakeholder agencies
such as transportation, public safety and transit. The core of the
project was to develop a single centralized communications center
serving multiple agencies.
Approach: GPS equipment is installed on
fleet vehicles to allow for quick location identification and
deployment. ARTIC also uses mobile data terminals (MDTs) for the
ability to send data between the vehicle and dispatching center for
increased communication capabilities. Plows, buses, volunteer, and
trooper vehicles are also equipped with cellular phones or pagers
for communications. The integrated system allows vehicles on the
road to report accidents, stranded motorists, and information on
road conditions to the dispatch center. The center will, in turn,
direct emergency response or other appropriate action-making
everyone feel safer in this rural region. Communications is
available with data message exchanges between call center and
vehicle.
Location: Arrowhead Region (7 counties
in the northeastern region of Minnesota).
Current Status: The operational test
started in October 1997 and ran through September of 1998. AVL and
MDT are functional on 19 emergency response vehicles, and 15 transit
buses. An interface has been developed between the MDTs and the sand
spreader control on the plow trucks to demonstrate downloading of
spreader information to the communications center. The consolidated
communication center provides dispatching for the Minnesota State
Patrol, Mn/DOT, Virginia Dial-a-Ride and Arrowhead Transit fleet
management and emergency response communications equipment and
functions. System is currently fully operational. The evaluation
report is available as document #13328 in the ITS Electronic
Document Library.
Future Activities:
- Improving heating and ventilation system
control in the communications center.
- Continue expanding application of the
system for State Patrol and Mn/DOT.
- Provide for automated transfer of accident
location from GPS to accident reporting software.
- Expand radio service from Little Fork
through the ARTIC Communication Center to the Gilbert Transit
Center.
Impacts:
- Success of the interagency cooperative
endeavor has spurred interest in creating 9 statewide rural/small
urban transportation operation and communication centers.
- Reductions in response time for accident
and road condition emergencies through combining DOT and public
safety dispatching.
- Improved communications.
- Proactive response to maintenance need and
traveler information.
Cost Information: Funding sources
include: $903,000 federal, $622,000 state, and $49,000 other
partners. GPS equipment is currently available from multiple
suppliers with costs ranging from $300 to $40,000.
Participating Institutions: Mn/DOT,
FHWA, Minnesota State Patrol, Arrowhead Transit (AEOA), City of
Virginia Dial-a-Ride, Qwest Communications
Contact: Dick Maddern, ITS Coordinator,
District 8 Virginia, (218) 749-7793 ext. 3804,
richard.maddern@dot.state.mn.us
Other Examples:
- Sweetwater County Transit Authority,
Wyoming.
- Dane County, Wisconsin coordination of
incident response.
- Potomac and Rappahannock Transportation
Commission (PRTC).
|
Benefits
- Reductions in response time for accident and road condition
emergencies through combining DOT and public safety dispatching;
- Improved communications;
- Shared resources among agencies increase amount of funding for
improvements;
- Better removal of snow resulting in faster incident response and
reduction in delays;
- Improved customer service with more accurate scheduling of transit
service;
- Improved safety on roadways during inclement weather;
- Ability to monitor agency vehicles in real-time;
- Optimize the dispatching of agency vehicles for numerous
operations;
- Reduction in travel time delays and increased supply of traffic
information; and
- Favorable public perception of DOT.
Lessons Learned
- Initial budgets and schedules proved to be quite optimistic. Longer
deployment schedules and increased costs can be expected along
the
implementation process.
- Developing and maintaining solid partnerships is critical to the
success of the process. This may entail establishing memoranda of
understanding between stakeholder agencies to lay out fiscal and
operational responsibilities.
- A committed project champion (empowered to make key decisions) at
the local level is necessary to keep the project moving.
- The partnerships have resulted in positive working relationships
that will likely facilitate cooperative ventures in the future.
Opportunities
An integrated, interagency communications center allows for the sharing
of resources. In the example of the ARTIC deployment, the success of the
project increased the DOT's awareness of the benefits of sharing resources
among stakeholder agencies. As a result, Minnesota is seeking to deploy a
statewide network of transportation operations and communications center
that will address the needs of rural and small urban areas. Again, the
approach is to leverage the resources, knowledge and opportunities of the
combined stakeholder agencies.
Institutional Issues
Implementing an AVL system will require at least one full-time agency
person dedicated to the project as the system is designed and
integrated. Likely participants in such an undertaking include DOTs,
police agencies, and transit. If other vehicles, such as police vehicles,
are equipped, there may be issues pertaining to data access as well as
vehicle whereabouts. As more agencies choose to participate, costs can be
decreased, as there are more parties to absorb them; however, greater
coordination between these participating agencies will be necessary.
Implementation Issues
- Design and deployment consideration of ITS technologies in the rural
environment (e.g., communications availability)
- Need interaction with numerous vendors and examination of numerous
products to ensure technology is feasible in the rural
environment,
and to ensure cost-effectiveness.
- Partnership involvement may either inhibit or expedite project
deployment. Strong representatives and good involvement
from
stakeholder agencies will help to alleviate these concerns.
- Project must satisfy a common vision and partners need to be
committed to work through institutional and technical issues.
References
Mn/DOT
ARTIC Web site
Advanced
Public Transportation Systems: State of the Art, Update '94 from the
FHWA Electronic Document Library
Advanced
Rural Transportation Information and Coordination (ARTIC) Operational Test
and Evaluation Report from FHWA Electronic Document Library |
|
8.2 INFORMATION/DATA CLEARINGHOUSES
Needs Addressed
Technology enhancements could be used in the following systems and
services:
- Dissemination of special event, tourist, weather, parking, road
conditions, closures, detour, work zone location, and recreational
activities information.
- Enhanced multimodal information (i.e., transit, bikeways, trails,
train, carpool).
- Coordinated information sharing within the regions among
international, state, and local agencies.
- Centralized communications center for coordination of activities
(notification system to public agencies and travelers alike), with
colocation of police, transit and other agencies.
- Distribution of non-emergency 911 calls to a more appropriate
source.
- Improved information dissemination to law enforcement officials via
in-vehicle laptops.
- Serve the commercial community with information related to
restaurants, lodging, etc.
Description
An Information/Data Clearinghouse would provide transportation agencies
with a valuable, statewide information network that can be utilized by
authorized users across a variety of adjoining municipalities to view and
enter transportation activities throughout the State. An integrated
clearinghouse system would allow efficient incident response,
congestion management, and accident wrap-up with communications between
emergency service providers (state and local highway patrol/ police,
international transportation officials, ambulance services, fire,
helicopter, and others) occurring electronically. A system that has
multiple inputs from public and private industry allows for a
comprehensive information network for travelers to reference. By including
lodging, restaurant, and local community activities information with road,
weather and other traveler information, a sustainable traveler information
system can be developed, attracting potential partners and funding from a
variety of organizations.
Real World Examples
Statewide Traffic Operations Center
(Arizona) |
Goals: To serve as the statewide
information collection and dissemination resource.
Approach: The Arizona Statewide Freeway
Management System (FMS) is housed in the Phoenix TOC. The FMS serves
as a data information clearinghouse for metropolitan jurisdictions
and for agencies throughout the State via "virtual TOC's". The FMS
collects information from mainline detection, ramp metering, CCTV
monitoring, traffic interchange signals, a drainage monitoring
system, DMS and a communications system. Jurisdictions are able to
communicate among themselves on this statewide system, sharing
information that assists in event, incident, congestion, and other
traffic management scenarios. The FMS encompasses the following
components: a simulcast radio system; the I-10 deck tunnel
monitoring system including lighting, fans, fire detection and
cameras, and elk alert sign control. The FMS is controlled by a
network of computer systems and communications systems located at
the TOC where a team of operators staff a control room 24 hours a
day, seven days a week. They are in constant contact with
responsible rescue and response agencies and state highway
maintenance and construction forces statewide in order to provide
motorists with safe and efficient driving conditions.
Location: The web page
(http://www.azfms.com) provides general information and can be
accessed worldwide.
Current Status: Project is deployed.
The Arizona FMS is operating 24 hours a day, 7 days a week.
Future Activities: The Arizona FMS
maintains ongoing operations, with phased implementation of added
field devices throughout the State continually occurring.
Impacts: With the extensive computer
network purchased for the FMS, ADOT has the capability of bringing
more systems into the TOC at very little cost. Systems throughout
the State can be controlled directly from the TOC, and the network
has the potential to be utilized by other agencies to simply collect
and disseminate data to users at remote locations.
Cost Information: $1.3 million annually
to handle all operations.
Participating Institutions: ADOT and
the FHWA
Contact: Tim Wolfe, Assistant State
Engineer, (602) 255-6622, tim@azfms.com; or Glenn Jonas, Senior
Systems Engineer, (602) 255-6587, glenn@azfms.com
Other Examples: Condition Acquisition
and Reporting System, Iowa, Minnesota, Missouri, and
Washington |
Benefits
- Reduce response time to incident;
- Enhanced institutional coordination for multistate events;
- Provide detours or advanced traveler information for rerouting and
congestion management; and
- Improved planning and coordination.
Lessons Learned
A survey of the latest technologies and solicitation of partner ideas
will assist in the development of a state-of-the-art clearinghouse that
allows multiple, simultaneous site usage, information updating and
dissemination, and high speed interconnects for the most efficient and
effective dissemination methods.
Opportunities
Creation of a website that publicly disseminates information collected
by the FMS paves the way for an effective traveler information resource.
Links to local transit, road closures and road cameras can be provided, as
well as constantly updated road and weather conditions information.
Institutional Issues
The deployment of an Information/Data Clearinghouse requires hardware
and software operations and maintenance as well as consistent
communications with other participating partners (public and private) to
continually make sure all needs are being met and that organizational
changes are reflected in the philosophy of the clearinghouse information
dissemination. The system must be designed such that it minimizes the
burden on the agencies entering data.
Implementation Issues
Concise specifications for the Information/Data Clearinghouse must be
developed, and include equipment needs, funding sources and availability,
and define all the activities that will be offered as part of the
Clearinghouse service package (i.e., 911 nonemergency call support, road
closure and work zone information). There are also critical open systems
standards issues and must be able to share data with neighbors.
References
National
Road closure and Information Web page
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
CHARTING
Your Course, Maryland CHART Program from FHWA Electronic Document
Library
|
|
8.3 HIGHWAY LIGHTING SYSTEMS
Needs Addressed
The need to reduce the cost of highway lighting while still providing
an acceptable level of service to the public.
Description
Highway lighting systems on most highways are activated by photocells.
Photocells detect the intensity of light, and at a certain darkness
threshold, activate a switch that sends power to the lights. Sometimes,
the thresholds on photocells cannot be set low enough to detect
low-intensity light, and turn on when there is still an ample amount of
light on the roadway.
A pager system, which can turn lights on later in the evening and turn
lights off earlier in the morning, will have a large impact on energy
savings if applied system-wide. The pager system consists of a pager
attached to an electrical circuit similar to that of a photocell only
"dialed in to" from a remote source.
Real World Examples
Pagers Activating Highway Lighting
(Indiana) |
Goals: To reduce the cost of highway
lighting.
Approach: The concept involves
activating highway lighting using pagers rather than photocells.
Researchers calculate savings of between 15 and 30 minutes of
lighting per day per circuit, which applied over a whole network,
could result in substantial energy savings.
Location: Testing has taken place in
Indiana. The concept could be applicable nationwide.
Current Status: Negotiations between
the DOT and a private party were unsuccessful. This solution is
technically feasible, but was not implemented.
Future Activities: No future activities
for this solution have been scheduled at this time.
Impacts: Results of testing reveal that
system implementation would be too costly due to the costly expense
of installing new meters on all lights.
Cost Information: It is estimated that
it would cost approximately $100 per pager unit and $5 per month per
number for the paging service costs, though one paging number can
trigger multiple units. Software to govern the system will also be
required - in the case of the pilot testing. This was developed
in-house. After testing, it was found that the local power company
required new meters.
Participating Institutions: Indiana
DOT
Contact: Jay Wasson, Indiana DOT. (317)
233-9605 |
Benefits
- More flexibility in the times the lights may be activated, thus
potentially saving money from tighter control of when the lighting
system was activated and deactivated daily; and
- Can be centralized into one automated system. One PC could run the
entire lighting system for a metropolitan area.
Lessons Learned
- Costly start-up costs. Power company required new equipment for
implementation.
- Interagency or partnership agreement with private party was required
to enable the technically feasible system to be implemented, however the
lack of an agreement stopped further progress of the project.
Opportunities
Pager activation could be used in a variety of situations. One example
is the activation of beacons during special events. A beacon could be set
up next to an area that has seasonably high traffic, and the flashers
could be activated via pager to warn motorists of the event. Portland is
using a pageractivated system on school crossing beacons.
Institutional Issues
The power company required substantial review of this plan and
initially had some operational concerns. The new system required new
electricity meters in order to work with the pagers.
Implementation Issues
There were significant costs associated with this project that should
be considered before undertaking a similar project. These costs may be
prohibitive to a smaller municipality retrofitting streetlights with a
system of this type. Additionally, the potential for new developments in
technology may decrease the cost of electrical hardware required for this
project, thus making this solution more cost effective in the future.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
Report
on highway lighting and driver performance |
|
8.4 TRAFFIC SIGNAL OPERATIONS
Needs Addressed
To effectively manage the operation and maintenance of traffic signals
in the most cost-effective manner.
Description
Large municipalities have many traffic signals. Signal coordination has
always existed for large municipalities with certain areas that may
benefit from timed coordination. However, traffic volumes vary on
different days of the week and time of the day. Timed signals are
effective, but are not dynamic enough to address the problem of varying
traffic volumes.
Therefore, a system is needed to connect the traffic signals to one
central location, so that timing on the lights can be adjusted during
certain times of the week or day. Usually, fiber optics or a normal copper
wiring system is used to communicate with the traffic signals.
Real World Examples
Cable TV for Signal Coordination
(Texas) |
Goals: To utilize local cable companies
communication backbone to control traffic signals and revise timing
plans remotely in order to address any changes in the traffic flow
efficiently and cost effectively.
Approach: Cable television is used to
communicate signal-timing schemes to 98 percent of the City's
on-line signals. The City has two-way communications with signal
controllers utilizing the cable company's fiber system. The system
allows for readjustment of signal timing for incidents, monitors
preemption, and notes any incoming communications from the signal
regarding broken signal head or other malfunction. Further, the
system provides confirmation that appropriate data has been received
and implemented at the signal site.
Location: The cable franchise provides
coverage for the City of Richardson, Texas. Also common in other
areas of Texas with two way cable communications.
Current Status: City traffic engineers
have been changing signal timing via cable television since
1987.
Future Activities: This project is
on-going. Still in use, the only change that has been made is
upgrading the software.
Impacts: This program has been
successful since 1987.
Cost Information: There is no cost
involved, the cable company utilizes the City's right-of-way in
exchange for fiber service to the traffic signals. Hardware for
system is unknown.
Participating Institutions: City of
Richardson, Texas and local cable franchises.
Contact: Walter Ragsdale, President of
ITS, Texas (972) 744-4322 |
Benefits
- Through innovative funding means, by trading resources, each partner
has no costs but benefits from the partnership in some manner.
- More flexible timing of traffic signals during rush hours and
events.
- Better congestion management and air quality mitigation.
Opportunities
Another potential partnership with the local cable company is the
creation of a traveler information channel that displays weather warnings
and images from traffic cameras.
Institutional Issues
The agreement between the DOT and the cable company must be equivalent
so that the system may be provided at no cost to either institution.
Implementation Issues
The cable system needs to be a two-way fiber-optic network capable of
carrying the data for the traffic light system.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
Operation Green Light,
Kansas City Signal Coordination Program |
|
8.5 PUBLIC VEHICLE FLEET MANAGEMENT SYSTEMS
Needs Addressed
Increase the efficiency of public vehicle fleet management
operations.
Description
The widespread use of new technologies such as Global Positioning
Systems (GPS) and hand-held computers with wireless capability allows for
many new and innovative ways of improving operational efficiency in many
transportation-related areas. With regards to fleet management, GPS can be
used to locate vehicles and deploy to incident sites for congestion
mitigation, or for special applications, such as salting and snow plowing,
thus maintaining smooth traffic flows. Hand-held computers allow vehicle
inspectors in the field to enter information onsite and then synchronize
it with their office PC. This process eliminates the redundancy of
re-entering information, and also allows for on-site comparison with
data from prior years.
Real World Examples
Computerized Maintenance Fleet Inspection
Process (Indiana) |
Goals: To facilitate fleet vehicle
inspections and reduce input redundancy.
Approach: A pen-based computer is used
for maintaining routine fleet vehicle information (i.e.,
identification numbers, and previous year's facts and figures) and
updating current conditions (i.e., mileage) in a table format for
tracking purposes. This fleet management application allows for
convenient access to the vehicle's (i.e. trucks, snowplows, cars,
front-end loaders) history and easy input capabilities via a
table-based software for updating vehicle data.
Location: This program is currently
active at the Indiana Department of Transportation district level.
Current Status: Project has been fully
deployed since 1997.
Future Activities: No future activities
are planned.
Impacts: The project is considered a
success, and has smoothed operations in this area.
Cost Information: No specific cost
information was available, however hand-held pen-based computers can
be purchased for around $500.
Participating Institutions: Indiana
Department of Transportation
Contact: Jay Wasson, Indiana DOT. (317)
233-9605
Other Examples: GPS Location System for
Maintenance Vehicles, Wisconsin; Electronic Proof of Insurance,
Minnesota |
Benefits
- Vehicle maintenance operations become more streamlined
- Accuracy of data entered can be improved due to on-site entering of
information and the availability of previous years' information
Lessons Learned
The cost of GPS systems for fleet vehicles varies widely; thorough
research of available systems will need to be conducted before equipment
and software is chosen.
Opportunities
Some municipalities and private companies use a magnetic key system for
dispensing fuel. The user takes the vehicle to a fueling station, inserts
the key for that vehicle, enters the mileage and the fuel dispenses in the
vehicle. Hence, the record keeper has an automatic record of fuel usage by
every vehicle in the fleet. This information may then be downloaded to a
hand-held computer.
Institutional Issues
Simple technologies to enhance fleet management have few, if any,
institutional issues. Challenges with such a system is low.
Implementation Issues
- Training on how to use the hand-held computers may be necessary.
- Need consideration interaction with numerous vendors and examination
of numerous products to ensure technology is feasible in the rural
environment, and to ensure cost-effectiveness.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
Commercial
Vehicle Fleet Management and Information Systems from FHWA Electronic
Document Library |
|
8.6 SMART PLOWS/AGENCY VEHICLE MONITORING
Needs Addressed
Winter maintenance activities such as snow and ice control may account
for a significant portion of an agency's maintenance budget. Additionally,
the quick and efficient clearing of snow-covered roadways is imperative to
the safety of travelers. The application of automatic vehicle location
technologies on snow plows allows for increased efficiency through
realtime tracking of which roads have been plowed, and which ones still
require attention. Furthermore, the ability to equip snow plows with
technology that will help manage the accurate application of anti- and
deicing materials will allow for more proactive maintenance treatment thus
provide a cost-savings in chemicals applied.
Description
ITS can be used to assist with monitoring agency vehicles during
maintenance activities and with monitoring the activities that occur on
the vehicle (e.g., determining the amount of chemicals applied to each
lane; ensuring that the amount of chemicals applied is appropriate to the
road surface conditions; and determining the location of each vehicle in
real-time). Smart Plows can be equipped with location technologies,
vehicle status monitoring (plow up/down, rate of chemical application) and
communicated back to a central management point. Additionally,
vehicle-mounted sensors can detect the conditions of the road surface, and
apply the appropriate amount of chemicals or sand to treat the condition
of the roadway.
Real World Examples
Advanced Technologies Highway Maintenance
Vehicle (Iowa) |
Goals: The vision for the highway
maintenance concept vehicle is to improve the level of service of
snow and ice control based on collection and application of better
highway, vehicle, and materials distribution information through the
use of advanced technologies.
Approach: Research is underway
supported through a consortium of three snow belt states: Iowa,
Michigan and Minnesota. The research solutions are focused in four
areas: pavement surface snow and ice control (plowing and de-icing),
fleet utilization (AVL and communications), on-vehicle materials
management (combining roadway surface information with onboard
inventory systems), and equipment management (onboard engine
diagnostics).
The mission and objective of the study
include:
- Evaluating the technologies for the
concept vehicle;
- Assessing the cost implications of the
technologies;
- Develop benefit/cost analysis;
- Improve roadway safety for the traveling
public;
- Develop operator input and acceptance;
- Investigate integration of data with DOT
management systems; and
- Develop real time data for storm
management decisions.
The project is divided into four phases. The
first phase focused on describing the desirable functions of a
concept maintenance vehicle and evaluating its feasibility. Phase II
included the development, operation, and evaluation of prototype
winter maintenance vehicles. Phase III consists of the prototype
evaluation, benefit/cost analysis, and business system integration.
Phase IV will be to perform a comprehensive field evaluation of 30
vehicles and the development of the procurement specifications.
Location: Prototype vehicles are being
tested in each of the three member states, Iowa, Michigan, and
Minnesota.
Current Status: Phase I and II are
complete. Three concept vehicles were installed with selected
technologies (PlowMaster computer, global positioning system,
Norsemeter ROAR friction meter, pavement/air temperature sensors,
engine power booster, high-intensity discharge warning lights, and
reverse obstacle sensor) to conduct proof of concept. Phase III is
currently underway.
Future Activities: Future integration
opportunities include development of a transportation management
data collection, analysis, and information distribution system.
Impacts: Full implications of the
concept maintenance vehicle has not been completed. However, several
impacts have already been determined:
- Proof of concept was successful for all
functions (pavement friction condition, ambient condition
measures, automatic vehicle location, applying materials,
providing additional horsepower during periods of high demand, and
on-board data processing) except for improving vehicle visibility,
rear obstacle alarm, and real-time data communications.
- Results of proof of concept activities
resulted in modifications to technologies for Phase III.
- Operators found that the automatic
material spreaders to be the best working feature.
Cost Information: Per-state costs range
from approximately $200,000 to $225,000. The final budgeted costs
for three states are approximately $650,000.
Participating Institutions: Initial
membership in this consortium: State Departments of Transportation
for Iowa, Michigan, and Minnesota; and the Iowa State University
Center for Transportation Research and Education. Other public
sector participants and observers include FHWA, other state
transportation departments, public works agencies, and
representatives of local government agencies. Potential private
sector participants: vehicle manufacturers, vehicle component
manufacturers, onboard vehicle tracking and communications
manufacturers, and technology manufacturers and integrators.
Contact: Duane Smith, Center for
Transportation Research and Education, Iowa State University (515)
294-8103; Leland Smithson, Maintenance Division, Iowa DOT, (515)
239-1519
Other Examples: ADOT-Caltrans Snowplow
Research Project; VDOT Smart Plows |
Benefits
- Improved motorists and operator safety;
- Allows equipment operations and fleet managers to make more informed
and cost-effective decisions;
- Better facilitation of the management of vehicle maintenance
tasks;
- Reduced snow and ice control costs;
- Current road surface conditions available at control center;
- Better able to respond to customer inquiries;
- Improved customer service;
- Provides continuous visibility of fleet operations;
- Reduces vehicle life-cycle cost;
- Better management of de-icing and anti-icing materials; and
- Provides better control of maintenance labor.
Lessons Learned
- High development costs were avoided with technologies provided by
participating private partners.
- Adequate training is necessary to ensure end user acceptance of
technology.
- Successful implementation and ownership of technologies requires
involvement of snowplow operators, mechanics, and supervisors from the
very beginning of the project.
Opportunities
Combining AVL technologies with route optimization software can assist
with appropriate and uniform plowing practices and allow real-time
modification of routes to meet current demands and priorities. Also, AVL
technologies can be used throughout the year on maintenance vehicles. This
will assist with scheduling workload and in determining the location of
the appropriate vehicles to promptly respond to customers' requests for
action.
Institutional Issues
- Increasing the complexity of the technologies installed on
maintenance vehicles will require additional maintenance
capabilities.
- Additional institutional issues may arise where winter maintenance
activities utilize contractors.
- Challenges associated with winter maintenance remain relatively
unchanged unless use of technology results in non-coverage of
potentially hazardous conditions that would have otherwise been covered.
Implementation Issues
- Installation of the friction meter proved to be the most problematic
including interference with underbody blade and susceptibility to
spray.
- Training is required for end user acceptance of technology.
- Difficulties with individual technologies will result in end-user
frustration and incorrect data.
- Checks and calibration procedures need to be developed to ensure
equipment is working properly and providing accurate data outputs.
- Raw data provided by technology components need to be translated to
meaningful terms (e.g., converting latitude/longitude to mileposts).
References
CTRE
Concept Maintenance Vehicle project Web site
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Virginia Department of Transportation, Northern Virginia District Automated Vehicle Locations
System Pilot Project, Ronald P. Minor, 1998.
Advanced Technologies Highway Maintenance
Vehicle, Smithson et al; presented at Rural ITS National
Conference, September, 1995.
Concept Highway Maintenance Vehicle Final
Report: Phase One. Smite, Simondynes, and Monsere, Center for
Transportation Research and Education, March 1997.
Real
Time Road and Weather Traveler Information Web site |
Click the image to see a full size version |
8.7 AUTOMATIC ANTI-ICING SYSTEM
Needs Addressed
The anti-icing system addresses a number of safety issues and provides
solutions for improving road conditions by eliminating ice in spot
locations.
Description
Automatic anti-icing systems will detect ice in likely locations, such
as bridge decks or shady areas, and treat the roadway before it becomes
hazardous to drivers. It requires environmental or in-road sensors, a
processor to determine when conditions require de-icing, and a device for
removing ice.
Real World Examples
City of Ft. Collins Anti-Icing System
(Colorado) |
Goals: To improve road safety in areas
that are prone to icy conditions.
Approach: The City of Ft. Collins
installed and deployed two anti-icing systems that are capable of
operating automatically using a sensor, via remote control, by way
of a wireless paging system or manual activation. The system is
programmed with the number of activations necessary to fully de-ice
the specified area and the amount of time the pump needs to run. A
trailer containing the chemical tanks and the decision-making
processor is located near the road and the only requirement is a
120-volt single-phase power source. The Fort Collins system covers
200 feet of a two-lane highway but may be adjusted to cover a larger
surface area.
Location: The anti-icing system in City
of Ft. Collins Colorado is located on a bridge at the bottom of
steep hill, a short distance before a railroad grade crossing.
Current Status: Installation and
testing of the anti-icing system in Ft. Collins took roughly 16 to
24 hours, while estimated time for installation for a bridge deck
system is roughly 40 to 50 man-hours. Scheduled maintenance must be
done four times a year, at the start of the winter, twice during
winter, and once at the beginning of spring.
Future Activities: The city of Ft.
Collins plans to install and deploy an additional anti-icing system
that will surround the perimeter of a roundabout.
Impacts: Anti-icing impacts include an
increase in roadway safety in areas that are prone to icy and
potentially hazardous conditions, and a reduction in maintenance
costs.
Cost Information: Total costs include;
utilities, communications costs (i.e., transmit road and weather
information), de-icing solution, nozzles, sensors, spray pumps, and
tanks. Total cost was estimated at $15,000.
Participating Institutions: The city of
Ft. Collins and Odin Inc. a private sector manufacturer of de-icing
equipment.
Contact: Scott Bowman, Traffic Engineer
City of Ft. Collins (970) 221-6762, Tom Ask, Odin Systems Inc. (912)
638-2400.
Other Examples: Anti-Icing Systems are
currently in use in the following states; Kansas, Michigan,
Kentucky, Maryland, Minnesota, Nebraska, New Mexico, New York, North
Carolina, Pennsylvania, Utah, Virginia, and
Wisconsin. |
Benefits
- Potential to avoid incidents and congestion; therefore reducing
emissions, reducing the possibility for secondary collisions, reducing
delay, etc.
- Reduced maintenance costs as crews do not have to be dispatched.
- Safety
Lessons Learned
Likely causes of failure are due to nozzles occasionally becoming
clogged with debris and damage from snowplows.
Opportunities
Anti-icing systems offer the potential to solve freezing road
conditions that can make travel hazardous at key spots that either freeze
earlier than other spots, are in particularly vulnerable locations, or are
difficult for maintenance vehicles to reach.
Institutional Issues
Issues that need to be considered include system failure and subsequent
accidents. In addition, maintenance personnel may have issues with such
automated systems relieving them of their previous duties.
Implementation Issues
The anti-icing system located on the bridge deck was incorporated into
the bridge reconstruction, which greatly reduced the installation costs
and efforts.
References
Maintenance Schedule, New Mexico State Highway and Transportation
Department - District IV Rural ITS
Implementation Report, September 2000.
FHWA Web site: Manual of Practice
for an Effective Anti-Icing Program |
Click the image to see a full size version
Click the image to see a full size version |
8.8 SITE MANAGEMENT DURING AVALANCHES
Needs Addressed
To improve safety along roadways with a high number of avalanches.
Description
Traffic logging stations at either end of an avalanche prone corridor
and avalanche sensors at the roadside are installed. Based on readings
from the roadside sensors, automatic gates prevent drivers from entering
the corridor during avalanches. As traffic counts will be made at the
entry and exit of the corridor, it can be calculated if any vehicles
remain in the corridor at the onset of the avalanche. This will facilitate
better-informed rescue operations if necessary.
Real World Examples
Avalanche Sensing Technology with
Automated Road Closure (Utah) |
Goals: To prevent traffic from driving
into the paths of avalanches.
Approach: When the sensors detect the
onset of an avalanche, gates at either side of the avalanche path
installed on the roadway below will automatically close to prevent
vehicles from traveling into the danger area. The system is intended
for use at locations where avalanches have relatively predictable
paths and where the avalanche typically has a long descent time of
between 90 and 180 seconds. The system is designed for sites where
avalanches usually affect particular stretches of road of between
100 to 200 feet in length.
Location: The system is being tested on
a 200-yard stretch of roadway on State Route 210 in Utah, in the
Little Cottonwood Canyon. This steep two-lane road has 22
established avalanche tracks and experiences numerous avalanches
each winter. Colorado, Wyoming, Utah, Washington, and Idaho are
looking into implementing the system as well.
Current Status: System components are
installed in problem areas, and the solution has become standard
operational maintenance practice. The hardware and the software are
currently available for purchase from vendors.
Future Activities: The University of
Utah ended its part of the research on the project in September of
2000. Development of the system continues through private sector
vendors.
Impacts: Preliminary reports from Utah
and Colorado have reported that downhill moving truckers have been
stopped before reaching a danger zone where an avalanche has
occurred. However, more testing of the system will be done on a
site-specific level.
Cost Information: The various types of
sensors range in cost from around $500 to $2,500 each. A preliminary
estimate of the cost of all the required hardware, including a suite
of sensors and the roadside gates, is approximately $30,000. In
addition, a power supply would also need to be installed in what
would usually be a remote area. However, the alternative of building
avalanche sheds is many times more costly.
Participating Institutions: Utah DOT,
Idaho DOT, FHWA, University of Utah
Contact: Rand Decker, University of
Utah. (801) 581-3403
Other Examples: Another corridor, SR 21
in Idaho, is being tested with the same technology.
|
Benefits
- Improved safety along avalanche-prone corridors by providing
advanced warning or closing the road prior to a serious incident
- Potential saving over the cost of building traditional avalanche
sheds
Lessons Learned
The system must be adapted to each specific deployment and requires
some engineering work.
Opportunities
System may be integrated with an overall traveler information system so
that avalanche warnings are automatically posted to a web site and
disseminated through highway advisory radio or a dial-in telephone
system.
Institutional Issues
Some issues arise with regard to the accuracy of the detection and
warning system. Travelers may rely too heavily on the warning and proceed
if the road is open despite warnings from other sources or the travelers'
own intuition that the road appears hazardous.
Implementation Issues
As mentioned above, each deployment of the system must be handled
differently in order to ensure accuracy.
References
Technologies in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
US DOT Web page: Development
and Trial Deployment of Avalanche Sensors
FHWA Road Weather
Management Program
|
|
8.9 PUBLIC AGENCY OUTREACH FOR TRANSPORTATION
MANAGEMENT
Needs Addressed
Education of the general public on the roles of transportation
agencies.
Description
The roles of public sector transportation agencies are often
misunderstood or misinterpreted at many levels by citizens. This solution
builds upon an agency's outreach activities by promoting communications
between the public sector and residents on various issues. This type of
communication link provides easy access to residents, travelers, and
businesses on the issues of public interest dealt with by various
government agencies.
Real World Examples
Kalamazoo County Roads Commission Web Site
(Michigan) |
Goal: To allow interaction between the
residents of Kalamazoo County, Michigan, and the County's Road
Commission.
Approach: An Internet site has been
developed which provides the road commission's mission, goals,
policies, county and local township maps, road and bridge closures
and detour information, bids for services and goods, and news
releases on vehicle weight restrictions, road project hearings,
budget hearings and approvals and board elections.
Location: Kalamazoo County Road
Commission is responsible for nearly 1,200 miles of county roads.
The Internet site offers information relating to this network of
roads.
Current Status: The web site is fully
operational and can be accessed at http://www.kcrc-roads.com.
Future Activities: The web site will be
continuously updated to provide information to the public on what
the county roads commission is doing for the roads.
Impacts: Anecdotal reports show that
the residents of the county and surrounding area appreciate the
information that is given on the web site.
Cost Information: Costs include the
cost of developing the web pages and purchasing space on a web
server to house them. Keeping the pages up to date requires further
maintenance cost.
Participating Institutions: Kalamazoo
County Road Commission
Contact: Kalamazoo County Road
Commission. (616) 381-3171 |
Benefits
- Easy and cheap access to local roads information at any time of
day;
- Easy and cheap access to local roads information and current
available contracts;
- Information is disseminated in a cost-effective manner, freeing up
agency resources;
- Positive public perceptions of information dissemination activities;
and
- Residents are better informed of local initiatives.
Lessons Learned
Working with the Internet service provider, if applicable, the agency
should design, implement, and test their service. In order to ensure
maximum visibility and use of the system, the agency should ensure that
links to neighboring, regional, or state sites are created wherever
possible. The agency needs to collect and analyze user feedback to ensure
that the users' needs continue to be met by the service.
Opportunities
Various other options exist for communicating information on local road
initiatives, construction, or closures, for example, including:
- Dial-in telephone recorded messages.
- Dial-in operator-based information services.
- Circulation of newsletters, or advertisement of road projects in the
local press.
- Broadcast fax service to information service subscribers.
- Informational billboards or signs at the sites of future
construction or maintenance activities.
None of the above systems can offer the breadth and depth of
information, and comparable ease of manipulation of information, that is
offered by the web site example described above. In addition, most of
these sources, although they will be used as supplementary mechanisms, are
likely to be less costeffective from the agency's perspective.
A road information web site could be enhanced to provide many other
services including the following:
- Current and forecast road and weather condition information.
- Information on possible detours to avoid construction or maintenance
work zones.
- Information on local special events, including parking options,
locations and pricing, and suggested routes.
- Information on other local attractions.
- Links to neighboring region's information sites or to statewide
information sites.
Institutional Issues
When deciding to deliver an Internet information service, the agency
should be sure not to underestimate the effort required to maintain the
service and keep all information current. If the site is not maintained
adequately, the service and the agency could lose credibility with
users.
Implementation Issues
It is likely that such an Internet service would supplement a parallel
telephone-based information service. If this is not the case, the agency
should consider supplying a help-line for users who experience
difficulties with the service, or for users who would prefer to deal with
an operator when needing additional information or assistance.
Reference
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97- 108, October 1997.
|
|
9. SURFACE TRANSPORTATION AND WEATHER
This section contains descriptions of the tools that fall within the
surface transportation and weather rural development track. These are:
- Data gathering and processing systems;
- Weather information dissemination systems; and
- Integrated weather monitoring/prediction
systems. |
|
9.1 DATA GATHERING AND PROCESSING SYSTEMS
Needs Addressed
One of the most requested information types is weather information.
Both travelers and maintenance operators have expressed serious needs for
rural weather information about current and forecasted atmospheric and
road condition information. In addition, commercial vehicle operators rely
heavily on weather reports to define cross-country routes, select
departure times and plan trips.
Description
Beyond the transportation industry, various other industries collect
and process weather in real time. These include the National Weather
Service, the Federal Aviation Administration, and others. Typically, it is
common that these various agencies have very good coverage of weather
sensors around a state, and each sensor may serve different industries.
Coordination is the key to combining this data and assembling it together
to develop as comprehensive a set of monitoring and reporting stations as
possible. Once combined, the data from each of these stations can be used
by all agencies to more accurately report current conditions statewide. In
the transportation industry, statewide weather reports can be used to
support modeling tools to forecast conditions and prepare for
treatments.
Real World Examples
State DOT rWeather Program (Washington) |
Goals: To collect and assemble
real-time and predictive statewide road and weather information.
Approach: The first step was to create
a highly dense database of Washington State weather observations.
The Northwest Regional Weather Consortium is a group of local,
state, and federal agencies that pool together data from weather
measuring devices located around the State. Sources include
agricultural monitoring networks, air pollution sensing stations,
airport monitoring stations and DOT Environmental Sensor stations.
Together, nearly 400 sites statewide report weather conditions.
The second step was to use a high-resolution
weather prediction system to generate detailed weather forecasts
around the State. This system supplies detailed forecasts for WSDOT
and other government agencies around the State. The third step was
to develop a road condition prediction model for use with observed
and forecasted weather conditions. The pavement condition model
helps maintenance crews make decisions about when and where to apply
treatments to the road. Collectively, all the weather data is
assembled and processed to also support the public sector traveler
information system.
Location: Statewide
Current Status: The project is
underway. A beta system is operational and can be viewed at http://www.wsdot.wa.gov/Rweather. Available
from the site are weather conditions across Washington, mountain
pass information, radio messages (played using RealAudio), radar,
and road conditions.
Future Activities: Continued testing
and tailoring of the system.
Impacts: The system is in the early
stages to accurately report impacts.
Cost Information: The project is paid
for by a $1.25 million grant from the U.S. Department of
Transportation and $312,500 from WSDOT.
Participating Institutions: Washington
Department of Transportation, University of Washington, Northwest
Regional Weather Consortium
Contact: Bill Brown, WSDOT (206)
616-6183
Other Examples: Aurora Local
Climatological Model FORETELL, (Iowa, Missouri, Wisconsin), ATWIS
(South Dakota, North Dakota, Minnesota) |
Benefits
- More accurate and detailed weather reports and forecasts;
- Less costs to deploy monitoring equipment if ties with other
agencies are formed;
- More appropriate treatment of roadway surfaces based on more
accurate pavement forecasts which results in better LOS, and cost
savings by the public agencies;
- Better informed travelers.
Lessons Learned
The gathering and combining of existing weather monitoring devices is a
very efficient means for reaching statewide weather monitoring coverage
quickly. The institutional relationships can typically benefit each party
as all agencies can share in the combined data.
Opportunities
Additional private sector weather observation sites can also be
added.
Institutional Issues
The combination of weather data from a variety of sources presents some
technical challenges, however the most significant issues relate to
institutional relationships that are needed to openly exchange data, and
to handle data ownership.
Implementation Issues
One consideration is quality of data. Standards exist for placement and
operation of weather sensors that enable other partners to trust in the
quality and type of data being reported. However, when one agency deploys
a weather monitoring station for one purpose, care must be taken when the
data is to be used for another purpose. Ensure that standards are
used.
References
WSDOT
information on rWeather
rWeather
Web site
rWeather
newsletter |
|
9.2 WEATHER INFORMATION DISSEMINATION SYSTEMS
Needs Addressed
To provide travelers and winter maintenance decision makers with the
most up to date and detailed road and weather condition information to
permit them to make travel decisions.
Description
Poor weather conditions affect transportation operations and traveler
safety, and can have enormous consequences on society. To assist in
minimizing the impacts of adverse weather conditions, it is important to
provide detailed and accurate road and weather condition information to
end users either pre-trip or while en-route. Users can include such groups
as commercial vehicles, highway maintenance operators, leisure travelers
and the general public.
Real World Examples
Emergency Managers Weather Information
Network (EMWIN) (TX, DC, OK) |
Goals: To provide a low cost weather
information access system for emergency management personnel.
Approach: EMWIN is a non-proprietary
weather information dissemination system. It provides a continuous,
dedicated low speed data broadcast, which may be received by a
number of mechanisms including radio, the Internet, and satellite.
The EMWIN data stream consists of:
- Real-time weather warnings, watches,
advisories, and forecasts.
- A subset of alphanumeric products for each
state.
- A limited suite of non-value-added
graphical products.
- Some satellite imagery.
The EMWIN data may be viewed on a personal
computer using software developed by the National Weather Services
(NWS). This software is available free of charge through the
Internet. Commercially supported software is also available at low
cost.
Location: EMWIN is currently available
on a region-wide basis throughout North America for both Internet
and satellite users. Radio access is limited to a 30 to 60 mile
radius of those areas where EMWIN transmitters are located. At
present, transmitters are located throughout the States of Oklahoma
and Texas as well as the Washington, D.C. area.
Current Status: The system has been
operational since May, 1994.
Future Activities: The system is
operational with real-time data being provided to multiple user
groups. EMWIN contributes to meeting the NWS goal of protecting life
and property. The system is deployed and available to users. NWS is
working with FEMA and other organizations, public and private, to
deploy additional radio transmitters.
Impacts: No impacts or results of a
system of this nature have been determined.
Cost Information: NWS designed and
implemented EMWIN for less than $50,000. User costs vary according
to the data reception method used, ($500 for a satellite system to
approximately $250 for a radio receiver and demodulator). Internet
access is free, subject to set-up and monthly connection rates,
which vary by service provider. Additionally, a personal computer is
required to display and interpret data. Total user costs should be
less that $2,500, including computer procurement.
Participating Institutions: The system
was developed and is supported by the National Weather Services -
Office of Systems Operations (NWS-OSO), in partnership with the
Federal Emergency Management Agency (FEMA). It should be noted that
various private sector agencies provide value-added weather
information via the Internet. NWS has created a list of these agencies which is
available at this Web site.
Contact: Kevin Kay, National Weather
Service. (301) 713-0191, Ext. 172
Other Examples:
- NOAA Weather Radio
- Weather Radio Network
- FORETELL, (Iowa, Missouri, Wisconsin)
- ATWIS (South Dakota, North Dakota,
Minnesota)
|
Benefits
- Reduction in accidents and fatalities due to inclement weather
- Reduction in societal costs from large storms
- Improved knowledge of approaching weather conditions
- Improvement in road maintenance operations from greater information
dissemination
- Improved lead-time to assist in developing and initiating a planned
response to inclement weather conditions.
Lessons Learned
Providing information to the public and other users to assist them in
making effective travel decisions is imperative. While it is not possible
to influence all people to undertake the actions that are recommended by
authorities and agencies regarding travel decisions, providing as much
detailed information to end users allows them to make more educated
decisions.
Opportunities
Many opportunities exist in providing information to end users beyond
emergency management personnel. Travelers, commercial vehicles and other
such users could greatly benefit from the availability of advanced warning
and detailed weather information. Additionally, many of the sources of
information for end users are currently limited to pre-trip information,
with the exception of radio broadcasts.
Institutional Issues
There are few institutional issues involved in this application, unless
there is integration of value-added and RWIS products. Many of the
agencies coordinate activities with each other and have the ability to
share information. Weather information is available from the National
Weather Service through a satellite broadcast system that can be purchased
by outside agencies. Other opportunities for this technology may require
further assistance and consideration of potential institutional issues,
which will likely involve the sharing and dissemination of information
between agencies and with the public.
Implementation Issues
Implementation of current systems is straightforward and no known
implementation issues exist, since many of the systems use existing and
proven technologies.
References
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October 1997.
Surface
Transportation Weather Decision Support Requirements from the FHWA
Electronic Document Library. |
|
9.3 INTEGRATED WEATHER MONITORING/PREDICTION
SYSTEMS
Needs Addressed
Stakeholders want a road/weather information notification system that
provides the following:
- Information on road and weather conditions;
- Early notifications to alert authorities and travelers of inclement
weather (i.e., black ice, flash flooding, snow chain requirements, fog);
and
- Access to the most recent weather predictions.
Description
RWIS allows for greater knowledge by operations and maintenance
personnel of current and predicted conditions at remote locations. RWIS
components include:
- Remote sensors that can measure precipitation, temperature, wind
speed, and humidity;
- Communications that can transmit weather and roadway data to
regional and central hubs; and
- Decision support systems that allow DOT personnel to respond to
field conditions.
The incorporation of RWIS data with National Weather Service
information, weather modeling capabilities and other environmental data
sources allows the DOT to be better prepared for all types of extreme
weather conditions. RWIS can be utilized in conjunction with traveler
information systems, and dynamic speed limit technologies to provide
current information to travelers doing pre-trip planning and via VMS
en-route.
Real World Examples
FORETELL (Iowa) |
Goals: Create a self-sustaining road
and weather information system fully integrated within a wider
basket of ITS services, enhancing safety and facilitating travel
throughout North America.
Approach: Utilize state-of-the-art
National Weather Service data sources, models and technical/human
resources to provide basic nowcasts and forecasts and linking this
energy balance models for pavement condition forecasting, greater
detail for weather and road condition information than is currently
available.
Location: Upper Mississippi Valley,
with expansion to a continent-wide system within 5 years.
Current Status: System is currently
concentrating on the Upper Mississippi Valley region. User needs
definition and initial system architecture work has been completed.
System development is completed, with minor modifications
continuously made to further improve the system. Initial user
feedback for the system occurred during the spring of 1999 with
full-scale testing and operations during the winter of 1999-2000.
Future Activities: Testing and
operations within the Upper Mississippi Valley is scheduled for the
winters of 1999-2000 and 2000-01. North American expansion of the
system is planned within 5 years.
Impacts: Initial user feedback has been
extremely positive and system operations and testing during the
winter season will provide further details on the impacts to winter
maintenance activities.
Cost Information: $4.45 million using
funds and in-kind matches from federal, state and private
participants. States involved in the initial operational test
contributed $300,000 each. States wishing to join FORETELL for the
remainder of the operational test should contact the individuals
listed below.
Participating Institutions: Iowa DOT,
Missouri DOT, Wisconsin DOT, Illinois DOT, FHWA, Castle Rock
Services, Colorado Research Associates.
Contact: John Whited, Iowa DOT, (515)
239-1411 and Peter Davies, Castle Rock Services, (603) 431-2152.
Other Examples: Sierra Project (RWIS,
HAR, VMS, etc.), California Road/Weather Advisory System, Nevada
State Highway 431, Washington State rWeather.
|
Benefits
- More detailed road and weather condition information available for
maintenance supervisors to make operational decisions regarding winter
maintenance activities.
- Providing maintenance supervisors with detailed forecasts to make
overnight staffing decisions.
- A decrease in labor and material costs from more timely and detailed
information.
- Increased traveler safety from having maintenance staff be able to
view road and weather conditions and then be able to inform travelers of
the conditions or close roadways if necessary before travelers get
stuck.
Lessons Learned
- Essential that early user buy-in of parameters needed for display
and times at which information must be available to ensure that all
users would be open to accepting a new concept in winter maintenance
operations.
- A high level of interagency interaction was necessary to keep all
participants active and interested in the project since the development
time for the software and system design was substantial.
Opportunities
- As computer horsepower increases and the further refinement of
weather models is achieved, even more detailed forecasts (both
geographically and time-wise) will be able to provide greater assistance
to winter maintenance operations in pinpointing the location, intensity
and time of expected winter weather.
- In addition to winter maintenance activities, schools, emergency
services, construction activities and the general public could be well
served by providing detailed weather and road condition information to
make operational or personal decisions for their respective activities.
Institutional Issues
RWIS project deployment requires significant training to enable
effective usage of the system and equipment maintenance. Agencies must
also decide how much of the RWIS information should be made available to
the public in real-time.
Implementation Issues
The infrastructure needed to effectively operate a road and weather
prediction system is quite substantial. The amount of data that is
collected, processed and then disseminated to end users can be very large
and thus requires enormous forethought to ensure that information
distribution systems do not get overwhelmed. Finally, the software
development process can vary substantially from project to project and
from task to task, but is a very costly process. A significant
brainstorming session at the beginning of the project to identify
potential methodologies for tackling the project is extremely valuable.
The ability to adhere to a planned deployment schedule is often very
dependent upon the amount of initial groundwork investigation of any
potential obstacles done.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
FORETELL
Web site
FHWA
FORETELL field operational test page |
Click the image to see a full size version |
APPENDIX A. NEEDS INDEX
This section provides an index of needs addressed by the ITS solutions
described in this document. This index will help users quickly locate
those sections that address their specific needs. Needs are listed in
alphabetical order followed by the section number where the discussion of
the need begins. Colored/Shaded cells in the table indicate the beginning
of a new letter series.
Accident reports - see 3.3 Accident Investigation
Systems
Alternative route information over radio to travelers in
private autos - see 4.1 Broadcast
Traveler Information
Alternative routes in known congested areas information
via integrated systems - see 4.9
Integrated Traveler Information Systems
Animal collisions with vehicles - see 7.4 Animal Warning
Systems
Anti-icing automated systems for spot locations - see 8.7 Automatic Anti-Icing
System
Bicyclist visibility to automobile drivers
- see 7.7 Bike Safety
Systems
Border information via kiosk - see 4.4 Interactive Kiosks
Call box - autonomous power and wireless
communications - see 4.10 Smart Call
Boxes
Citation issuance - see 3.3 Accident Investigation
Systems
Communications among various agencies via information/data
clearinghouse - see 8.2 Information/
Data Clearinghouses
Congestion location information collection using vehicles
as traffic probes - see 5.7 Vehicles
as Traffic Probes
Construction information via cable TV - see 4.8 Traffic Cable TV
channel
Construction information via internet - see 4.5 Traveler Information on the
Internet
Corridor-wide information via kiosk - see 4.4 Interactive Kiosks
Crash severity data - see 3.2 Mayday Systems
Crosswalk safety systems for pedestrians - see 7.9 Pedestrian Safety
Systems
Detour and road closure information via
information/data clearinghouse - see
8.2 Information/ Data Clearinghouses
Detour information over radio to travelers in private
autos - see 4.1 Broadcast Traveler
Information
Detour information via cable TV - see 4.8 Traffic Cable TV
channel
Detour information via integrated systems - see 4.9 Integrated Traveler Information
Systems
Directions information via kiosk - see 4.4 Interactive Kiosks
Directions via integrated systems - see 4.9 Integrated Traveler Information
Systems
Dispatch and data processing - see 3.4 Dispatching
Systems
DMS message verification imagery for DOT via CCTV - see 5.2 Closed Circuit
Television
Educate public on roles of transportation
agencies - see 8.9 Public Agency
Outreach for Transportation Management
Emergency management coordination among providers - see 3.2 Mayday Systems
Emergency management technologies - see 3.2 Mayday Systems
Fleet management operations - see 8.5 Public Vehicle Fleet Management
Systems
Fog detection via automated systems - see 7.3 Automated Visibility Warning
Systems
Geo-coded information transmission for
emergency response services - see 3.2
Mayday Systems
GIS - see 5.3
Geographic Information Systems (GIS) Applications
GIS for emergency response services - see 3.2 Mayday Systems
Highway-rail advanced warning for
emergency services provider - see 7.8
Rail-Highway Crossing Safety Systems
Highway-rail collision avoidance via in-vehicle device -
see 7.8 Rail-Highway Crossing Safety
Systems
Highway-rail crossings at locations without gates or
warning lights - see 7.8 Rail-Highway
Crossing Safety Systems
Ice removal from roadways in spot
locations - see 8.7 Automatic
Anti-icing Systems
Imagery from rural routes via CCTV - see 5.2 Closed Circuit
Television
Incident detection - see 3.2 Mayday Systems
Incident information to travelers in autos - see 4.6 Dynamic Message
Signs
Incident location information collection using vehicles as
traffic probes - see 5.7 Vehicles as
Traffic Probes
Incident management systems for rural freeways - see 5.8 Rural Freeway Incident Management
Systems
Incident site speed warning systems - see 7.1 Speed Warning
Systems
Lane visibility in fog or white-out
conditions - see 5.1 Automated Lane
Indication Systems
Law enforcement information to officers via
information/data clearinghouse - see
8.2 Information/ Data Clearinghouses
Multi agency information sharing via
information/data clearinghouse - see
8.2 Information/ Data Clearinghouses
Multimodal information via information/data clearinghouse
- see 8.2 Information/ Data
Clearinghouses
Non-emergency 911 call distribution via
information/data clearinghouse - see
8.2 Information/ Data Clearinghouses
O & M of traffic signal in most
cost-effectiveness manner - see 8.4
Traffic signal Operations
O & M operations coordination via integrated
communication systems - see 8.1
Integrated Communication Systems
Paratransit service accessibility - see 6.3 Enhanced Paratransit
Dispatching
Paratransit service public awareness - see 6.3 Enhanced Paratransit
Dispatching
Parking enforcement - see 5.9 Parking Management
Systems
Parking information over radio to travelers in private
autos - see 4.1 Broadcast Traveler
Information
Parking information via information/data clearinghouse -
see 8.2 Information/ Data
Clearinghouses
Parking information via integrated systems - see 4.9 Integrated Traveler Information
Systems
Parking information via kiosk - see 4.4 Interactive Kiosks
Parking meter servicing - see 5.9 Parking Management
Systems
Parking revenue increase - see 5.9 Parking Management
Systems
Pedestrian safety at crosswalks - see 7.9 Pedestrian Safety
Systems
Reduce cost of highway lighting - see 8.3 Highway Lighting
Systems
Response time of emergency vehicles - see 3.1 Emergency Vehicle Traffic Signal
Pre-emption
Road closure information over radio to travelers in
private autos - see 4.1 Broadcast
Traveler Information
Road closure information via cable TV - see 4.8 Traffic Cable TV
Channel
Road closure information via integrated systems - see 4.9 Integrated Traveler Information
Systems
Road condition information over phone - see 4.2 Traveler Information Using
Phones
Road condition information via fax - see 4.3 Traveler Information Using
Faxes
Road condition information via information/data
clearinghouse - see 8.2
Information/Data Clearinghouses
Road condition information via internet - see 4.5 Traveler Information on the
Internet
Road condition information via kiosk - see 4.4 Interactive Kiosks
Roadway condition imagery for planning treatment via CCTV
- see 5.2 Closed Circuit
Television
Roadway expansion planning using vehicle detection - see 5.11 Low-cost Vehicle
Detection
Route diversion systems for tourist season - see 5.6 Route diversion
Systems
Snow and ice removal and control
operations - see 8.6 Smart
Plows/Agency Vehicle Monitoring
Snow and ice removal information via kiosk - see 4.4 Interactive Kiosks
Snow plow routes information via kiosk - see 4.4 Interactive Kiosks
Special event information over radio to travelers in
private autos - see 4.1 Broadcast
Traveler Information
Special event information to travelers in autos - see 4.6 Dynamic Message
Signs
Special event information via cable TV - see 4.8 Traffic Cable TV
Channel
Special event information via information/data
clearinghouse - see 8.2
Information/Data Clearinghouses
Special event information via integrated systems - see 4.9 Integrated Traveler Information
Systems
Special event information via kiosk - see 4.4 Interactive Kiosks
Special event traffic condition imagery via CCTV - see 5.2 Closed Circuit
Television
Speed limit enforcement/deterrent using portable speed
warning system - see 7.5 Portable
Speed Warning Systems
Speed warning system for commercial vehicles - see 7.1 Speed Warning
Systems
Speed warning systems - see 7.1 Speed Warning
Systems
Tourist information via cable TV - see 4.8 Traffic Cable TV
Channel
Tourist information via information/data clearinghouse -
see 8.2 Information/Data
Clearinghouses
Tourist information via kiosk - see 4.4 Interactive Kiosks
Traffic information via cable TV - see 4.8 Traffic Cable TV
Channel
Traffic information via internet - see 4.5 Traveler Information on the
Internet
Traffic information via wireless devices - see 4.7 Traveler Information Services via
Personal Communication Devices
Traffic signal system interagency control - see 5.4 Integrated Signal
Systems
Traffic signal system operation - see 5.4 Integrated Signal
Systems
Traffic signal timing via vehicle detection - see 5.11 Low-cost Vehicle
Detection
Trail information over radio to travelers in private autos
- see 4.1 Broadcast Traveler
Information
Transit information via cable TV - see 4.8 Traffic Cable TV
Channel
Transit information via wireless devices - see 4.7 Traveler Information Services via
Personal Communication Devices
Transit schedule information via kiosk - see 4.4 Interactive Kiosks
Transit service coordination in rural areas via central
dispatching - see 6.1 Coordination of
Rural Transit Services
Transit service in rural areas - see 6.1 Coordination of Rural Transit
Services
Transit vehicle automatic location - see 6.2 AVL on Agency
Vehicles
Travel times information collection using vehicles as
traffic probes - see 5.7 Vehicles as
Traffic Probes
Traveler information over radio to travelers in private
autos - see 4.1 Broadcast Traveler
Information
Traveler information via internet - see 4.5 Travel Information on the
Internet
Vehicle fleet automatic location - see 6.2 AVL on Agency
Vehicles
Vehicle restriction information via internet - see 4.5 Travel Information on the
Internet
Warning beacon control within existing
infrastructure - see 5.5 Pager
Activation of Warning Beacons
Weather data collection and processing - see 9.1 Data Gathering and Processing
Systems
Weather data dissemination to travelers - see 9.2 Weather Information Dissemination
Systems
Weather early notification to authorities - see 9.3 Integrated Weather Monitoring/
Prediction Systems
Weather information for winter maintenance decision makers
- see 9.2 Weather Information
Dissemination Systems
Weather information over phone - see 4.2 Weather Information Using
Phones
Weather information over radio to travelers in private
autos - see 4.1 Broadcast Traveler
Information
Weather information via cable TV - see 4.8 Traffic Cable TV
Channel
Weather information via fax - see 4.3 Traveler Information Using
Faxes
Weather information via information/data clearinghouse -
see 8.2 Information/Data
Clearinghouses
Weather information via integrated monitoring and
prediction systems - see 9.2 Weather
Information Dissemination Systems
Weather information via integrated systems - see 4.9 Integrated Traveler Information
Systems
Weather predictions - see 9.3 Integrated Weather
Monitoring/Prediction Systems
White-out detection via automated systems - see 7.3 Automated Visibility Warning
Systems
Winter maintenance activities - see 8.6 Smart Plows/Agency Vehicle
Monitoring
Wireless communications for emergency response services -
see 3.1 Emergency Vehicle Traffic
signal Preemption
Work zone advanced warning to travelers - see 7.2 Work Zone Safety
Systems
Work zone imagery via CCTV - see 5.2 Closed Circuit
Television
Work zone location information via information/data
clearinghouse - see 8.2
Information/Data Clearinghouses
Work zone management - see 7.2 Work Zone Safety
Systems
Work zone safety - see 5.10 Work Zone Safety
Systems
Work zone safety - see
7.2 Work Zone Safety Systems
Work zone speed warning systems - see 7.1 Speed Warning
Systems
Work zone visibility - see 7.2 Work Zone Safety
Systems |
APPENDIX B. LOCATION OF REAL WORLD
EXAMPLES
This appendix lists the locations (state or in some instances Canadian
province) of the real world examples cited in the main body of this report
to help readers determine whether there have been activities in a given
region. This list should in no way infer, however, that these are the only
states investigating ITS solutions for its rural transportation needs.
Arizona - Acoustic Energy Sensor for Traffic
Applications (Sec. 5.11),
Statewide Traffic Operations Center (Sec. 8.2)
British Columbia - Siren Activated Signal
Pre-emption (Sec. 3.1)
California - Smart Call Box Field Operational Test
(FOT) (Sec. 4.10), Smart-Key
Payment for Parking Meters (Sec.
5.9), Self-Drive Dynamic Van Pooling Program (Sec. 6.3)
Colorado - Colorado Traveler Information via Fax
Machine (Sec. 4.3), Colorado
Incident Management Using Dynamic Message Signs (Sec. 4.6), Inter-agency Signal
Master System (Sec. 5.4), Truck
Speed Warning System (Sec. 7.1),
Pedestrian Crossing Illumination System (Sec. 7.9), City of Ft. Collins
Anti-Icing System (Sec.
8.7)
Connecticut - New York TRANSMIT (Sec. 5.7)
District of Columbia - SmartTraveler TV (Sec. 4.8), Emergency Managers
Weather Information Network (EMWIN) (Sec. 9.2)
Florida - Florida Traveler Information Network (Sec. 4.1)
Indiana - Lane-Drop Smoothing System (Sec. 5.10), Pagers Activating
Highway Lighting (Sec. 8.3),
Computerized Maintenance Fleet Inspection Process (Sec. 8.5), Snow Route Design Optimization
Software (Sec. 8.9)
Iowa - Mid-America Smart Work-Zone Deployment
Initiative (Sec. 7.2), Advanced
Technologies Highway Maintenance Vehicle (Sec. 8.6), FORETELL (Sec. 9.3)
Kansas - Mid-America Smart Work-Zone Deployment
Initiative (Sec. 7.2)
Maryland (DC metropolitan area) - SmartTraveler TV
(Sec. 4.8), Emergency Managers
Weather Information Network (EMWIN) (Sec. 9.2)
Massachusetts - Acoustic Energy Sensor for Traffic
Applications (Sec.
5.11)
Michigan - Kalamazoo Country Roads Commission Web
Site (Sec. 8.9)
Minnesota - Minnesota Mayday Plus (Sec. 3.2), Minnesota State Patrol
Automated Field Reporting (Sec.
3.3), Automation of Paper Logs for Radio Communications (Sec. 3.3), Minnesota Rural Kiosks in
Duluth and St. Cloud (Sec. 4.4),
Duluth/St. Cloud TOCCs (Sec. 4.9),
Freeway Gate Operations (Sec.
5.8), ARTIC Transit AVL (Sec.
6.1), Advanced Rural Transportation Information and Coordination
(ARTIC) (Sec. 6.2), Advanced Rural
Transportation Information and Coordination (ARTIC) (Sec. 8.1)
Missouri - Mid-America Smart Work-Zone Deployment
Initiative (Sec. 7.2)
Nebraska - Grade Crossing GIS Database (Sec. 5.3),
Mid-America Smart Work-Zone Deployment Initiative (Sec. 7.2)
Nevada - Advanced Railroad Crossing Status (ARCS) -
Reno (Sec. 7.8)
New Jersey - New York TRANSMIT (Sec. 5.7)
New York - New York TRANSMIT (Sec. 5.7)
Oklahoma - Emergency Managers Weather Information
Network (EMWIN) (Sec.
9.2)
Oregon - Oregon DOT Statewide TripCheck System (Sec. 4.5), Rural Cameras at Key
Locations (Sec. 5.2), Pager
Activation of School Crossing Beacons (Sec. 5.5)
Pennsylvania - Smart Parking Meters (Sec. 5.9), Community
Transit/Car-Pooling Internet Site (Sec. 6.3)
Texas - Houston's TranStar Smart Commuter (Sec. 4.7), Acoustic Energy Sensor
for Traffic Applications (Sec.
5.11), Cable TV for Signal Coordination (Sec. 8.4), Emergency Managers
Weather Information Network (EMWIN) (Sec. 9.2)
Utah - Avalanche Sensing Technology with Automated
Road Closure (Sec. 8.8)
Virginia (DC metropolitan area) - SmartTraveler TV
(Sec. 4.8), VDOT Hampton Roads
Route Diversion (Sec. 5.6),
Acoustic Energy Sensor for Traffic Applications (Sec. 5.11), Visibility Sensors on
I-64 (Sec. 7.3), Leesburg Speed
Monitoring Awareness Radar Trailer (SMART) (Sec. 7.5), Emergency Managers
Weather Information Network (EMWIN) (Sec. 9.2)
Washington - Kirkland Low Visibility Lighting
System (Sec. 5.1), Travel Aid on
Snoqualmie Pass (Sec. 7.1),
Bicycle in Tunnel Warning System (Sec. 7.7), State DOT rWeather Program (Sec. 9.1)
Wisconsin - Dane County, Wisconsin Interagency
Dispatch and Reporting Coordination (Sec. 3.4), Wisconsin 1-800-ROADWIS
(Sec.4.2), Dane County Dynamic Message Sign Deployment (Sec. 4.6)
Wyoming - Greater Yellowstone Rural ITS Priority
Corridor Project (Sec.
7.4) |