2002-2009

Many states and regions have web-based and/or telephone-based traveler information systems.  Some information is rapidly changing and is only of interest to travelers in that region, such as congestion and incident information.  Some information is more slowly changing and is of interest to distant travelers who will be passing through the area in the near time frame, such as lane or road closures due to construction or weather.

A truck driver heading northwest out of Chicago does not care about the current travel time on a road segment in the Minneapolis area, but the driver does care that I-90 across southern Minnesota is closed completely due to extreme snow conditions.  The truck driver needs to know that information before reaching Tomah, WI, where the choice is made whether to take I-90 or I-94.

Currently, in order to gain information about a cross-country trip, the traveler must access each state or region’s individual traveler information systems along the route and piece together the big picture.  This is made more difficult by the fact that no standard exists for naming web sites to ensure that the traveler can easily find each site reporting on the route.

There would be value in having a single nationwide traveler information system that provides information that is of interest to the cross-country travelers.  This system would not provide information that is only of regional interest, such as current congestion or incident information.  Each state or region would provide their information of nationwide significance to this single system in the standardized format of the nationwide system.  A traveler could access this single system and find out information affecting their entire cross-country trip from one system.  Another scenario would be that multiple private

States and regions may additionally provide information of regional interest on their own separate systems.  The nationwide system could provide a link to the state or region’s local system.  Each state or region’s separate systems do not have to be standardized across regions since one region’s information of regional interest is not of value in a different region.       

Because a nationwide ATIS crosses state lines, the USDOT would be a candidate for deploying and operating such a system.  However, the USDOT does not have authority to operate systems on state roads.  Therefore, ENTERPRISE, as a pool of multiple states, should consider the best means to bring a nationwide ATIS into existence.

The objective of this project would be to do preliminary analysis for a nationwide ATIS and recommend the best approach for implementing the system.

Project Activities

This project will be executed by 4 key tasks, as follows:

• Task 1: Define a concept of operations for a nationwide ATIS, including documenting who would use the system for what purpose and what the outcome would be.
• Task 2: Define information that should be considered to be of nationwide significance (as opposed to of regional interest only).
• Task 3: Analyze the feasibility of a nationwide ATIS, including benefit-cost, technical feasibility, and non-technical considerations.
• Task 4: Analyze possible approaches for implementing a nationwide ATIS and recommend one or more approaches to pursue.

Deliverables

The following products will be delivered from this project:

• Deliverable 1: Draft & Final Concept of Operations Working Paper
• Deliverable 2: Draft & Final Feasibility Analysis Working Paper
• Deliverable 3: Draft & Final Implementation Recommendations Working Paper
• Deliverable 4: Draft & Final Report incorporating working papers

Several states had implemented new techniques for maintaining motorist travel times through construction zones. The Arizona DOT had put into practice mechanisms such the “lane rental” program, which rewarded contractors for keeping lanes open and and charged them a fee for closing lanes for more then five minutes. Another mechanism used by the Arizona DOT, rewarded the contractor with a bonus if travel times through the construction zones are similar to those before construction began. Additionally an ENTERPRISE project entitled “Video Imaging for Travel Estimation”, sought to evaluate the accuracy of a license plate recognition system as a travel time measurement tool.

Project Activities

This project identified other practices used in the area of travel time estimation through construction zones, and provided information related to to the following:

• Type of construction;
• Geographical location;
• Methodologies and systems used for travel time estimation;
• Plans and reports; and
• Lessons learned.

A consultant was selected to research and evaluate varying methods of maintaining travel times through construction zones. The research was conducted initially through the Internet and telephone interviews to gather information on technologies and methods states have found successful in improving traffic flows. A follow on focus group convened individuals with first hand project experience. Discussions were facilitated by a brief review of the complied telephone and internet research based on examples from ENTERPRISE states and other agencies. Information compiled from the focus group served as the foundation for the lessons learned best practice document. Finally the document presented a detailed summary of recommended maintaining travel time mechanisms for states interested in deploying such tools.

On January 20, 2000, the Federal Communications Commission (FCC) authorized new, non-commercial Low Power FM (LPFM) broadcast stations throughout the FM band at powers of up to 100 watts. Using a 30 meter (100 foot) mast, high quality coverage is possible over a 7 to 12 mile diameter, according to terrain and the strength of competing FM stations.

Transportation agencies were given priority over education, church and community group applicants in that, for example, they could apply for many licenses within a state. However, all applications had to be made within a very narrow time window of June 11 to 15, 2001 . Once granted, the licenses are good for eight years.

The new LPFM service provided a unique opportunity to get rural roadway, weather and tourism ITS information into every car and truck at a reasonable cost. FM offers high quality reception and other benefits over traditional AM Highway Advisory Radio. LPFM is affordable, at about $12,000 per station for the broadcasting equipment. However, many LPFM sites -perhaps over a hundred – may ideally have been needed to cover a single state

Project Activities

ITS proponents may have felt that the LPFM concept was relatively ‘low tech’. Advanced Traveler Information Systems (ATIS) technologies using digital traffic messages had been proposed for over fifteen years, without reaching the marketplace. Instead of waiting for ATIS digital systems, LPFM required nothing more than the car radio already found in every vehicle, albeit served with content using the latest MP3 technologies.

While LPFM avoided the critical mass problem that has frustrated ATIS, LPFM can still take advantage of future ATIS sub-carrier systems. Sub-carrier data could be added to LPFM to carry digital traffic messages right into vehicles. And while sub-carrier data rates could be quite low, the cellular design of LPFM meant that local data could get priority. The same Internet connections to LPFM stations that carry MP3 also support digital traffic message services.

There were however, several challenges which need to be addressed before successful implementation and deployment could occur. The project took the following approach:

Task 1 – Develop recommended alternative for each site with opposing applications.

Although the FCC has given priority to transportation agencies over education, community and church groups, there were cases where agencies are competing for air space. Task one suggested and developed methods for creating a mixed use air space which would allow for traveler information messages to be spliced with either education, community or church group program content.

Task 2 – Begin negotiations for space sharing on cell and radio towers

LPFM service is capable of operating from a transmitter attached to a cell or radio tower. Institutional negotiations occurred to determine the cost of installation, rental fees and other issues which may arise in the future.

Task 3 – Preparing for equipment deployment

Task three identified the necessary equipment for a single, state or county wide LPFM operation. The equipment included the following:

• Fix signs with flashing beacon;
• Transmitter;
• PC’s;
• Software Integration (CARS, Foretell, MP3)
• Radio Data System Technologies

Task 4 – Develop LPFM content and quality control

Task four developed traveler information content to be disseminated to motorists such as road and weather conditions, timing of recorded sequences and sponsorship messages and the format that message sets were developed and disseminated.

Task 5 – Begin sponsorship negotiations

Private sponsorship was well established in public broadcasting. Since March 1984, FCC had allowed public broadcasters to carry sponsors’ information such as (1) slogans or ‘logograms’ which identify rather than promote, (2) location information, (3) value-neutral descriptions of product lines or services, and (4) brand names, trade names and product/service listings. In the context of LPFM, such business sponsorship can not only fund vital public safety information, it also helps travelers find out the facts on local services and visitor attractions.

Task five identified the role of sponsors and the format of the sponsorship messages. Furthermore negotiations with sponsors reviewed issues such as maintaining and updating message content.

Deliverables

A document recommending best practice approach for LPFM implementation and deployment.

Field studies in the Netherlands have shown that a new algorithm can accurately monitor and detect freeway traffic incidents. This project addressed the problems associated with, the tedious human task involved in freeway video surveillance as well as potentially inefficient incident detection algorithms that were in place in the United States.

With regard to the high success rate the algorithm has proven to show in the Netherlands, incorporating such a program into Enterprise member jurisdictions may be highly effective. In order to move forward however, statistics on traffic flow disruptions, video coverage capacity and the necessary detection equipment available needed to be determined.

Dutch DOT prepared a review sheet so that Enterprise members can conduct a survey of incident detection conditions in their jurisdiction.

Enterprise members needed to identify the feasibility of implementing such a program within their jurisdictions. Members then recognize the necessary local arrangements before conducting a field trial version at the cost of $50,000 and considered what arrangements ultimately imply and cost. After careful consideration, potential site selection was discussed at an Enterprise meeting.

Project Activities

The goal of the JAAP project was accomplished through three tasks. These tasks include, a survey of incident detection technologies in place, usefulness assessment document and deployment recommendations.

Task 1. Survey Development and Distribution
A survey that identifies the current incident detection technologies, processes and algorithms as well as the perception of effectiveness and existing infrastructure (e.g. detectors, video surveillance and traffic operations center), was developed and distributed to Enterprise members.

Task 2. Usefulness Assessment
A document that assessed which members are likely candidates, based on the existing technology and the amount of additional technology required to support such a system within the member’s jurisdiction.

Task 3. Deployment Recommendation
The last task entailed determining if a field operational test is feasible. If a candidate is found, arrangements with the member for deployment would be made in addition to a recommendation of whether or not a test should take place.

Deliverables

• A completed survey from participating Enterprise members.
• A usefulness report and potential members for deployment.

At the April, 2005 ENTERPRISE meeting, members discussed the fact that rural intersection collisions were a known problem in rural areas of member states. This project was based on the following points:

• A solution was implemented in European countries with great success for reducing collisions by using an advisory speed limit sign to caution travelers when they approach a cross street with a vehicle waiting;
• The solution offered a low cost approach, and a five year test of 18 locations was currently underway overseas;
• The intent of this project was to help break down any barriers that might have prevented this approach from being deployed widespread across the United States by understanding the benefits and costs, as measured overseas;
• Once the benefits and costs were understood, this project funded outreach and education of this approach and delivered useful marketing material to support ENTERPRISE member states at promoting it within their jurisdiction;
• Finally, this project attempted to demonstrate this approach in a real-world (North America) deployment location. This demonstration was a small (1-2 sites) limited deployment. However, the preferred Phase 2 for this project was a larger scale deployment where ENTERPRISE funds were leveraged against funds from an outside source. Michigan believed that with sufficient cost/benefit justification (gathered in Phase 1) that MDOT safety funding during FY 2006 was available to add to the ENTERPRISE funding for a large scale deployment that proved to be a very adequate demonstration of the technologies and remain in operation within Michigan .

Project Background

Intersection crashes account for almost 44% of total vehicle crashes in the United States . According g to a University of North Carolina study, there are approximately three million intersection-related crashes and 8,500 fatalities at intersections each year. Intersection collision avoidance is particularly important in rural, non-signalized intersections, since 85% of fatal intersection crashes occur at junctions without signals. The primary reported causes for intersection collisions include misjudgment of the situation, failure to correctly observe the situation, and inability to accurately perceive the degree of dan g er at the intersection. These factors should be taken into account in order to develop a successful collision avoidance system.

Several European countries developed and implemented successful intersection collision avoidance measures, including the United Kin g dom and Finland . The Swedish National Road Administration (SNRA) launched a five year trial project on variable speed limits. This involved equipping 18 non-signalized intersections with sensors at the cross-street to detect vehicles. Upon detection of an approaching vehicle, signs were illuminated on the main route to recommend or enforce a temporary speed reduction. This method was proven to provide an easy, low-cost solution for reducing the number of intersection-related crashes.

Although an intersection collision avoidance system was successfully implemented and was proven to reduce intersection-related crashes in parts of Europe, the approach had yet to be deployed in North America .

Project Summary

The primary goal of this project was to investigate the applicability of the European method of intersection collision avoidance and to help ease the deployment of this solution within North America. The scope of this project was to first gather information on the collision avoidance methods that were successfully employed in Europe, and to document the proven benefits and costs (cost benefit ratio) of these approaches. The intent of this was to develop a ‘Toolbox’ description of this approach that described each aspect of the approach as well as the anticipated benefits. This phase of the project performed outreach and technology transfer information sharing to transportation professionals (such as statewide traffic engineers and other key decision makers). An outreach plan was developed to perform the coordinated outreach activities, and included presentations at key conferences (e.g. the Rural ITS Conference, ITE, AASHTO) as well as briefings made to one or more representatives within ENTERPRISE member states.

The next phase of the project involved developing and deploying the proposed collision avoidance system at a trial location(s) in order to test the effectiveness of the solution. The test ran over a twelve month period, to allow statistics to be gathered during all weather conditions. A radar was set up after the warning signs to establish the extent to which drivers heeded the warnings.

A final report was written to explain the findings of both the research and deployment. This served as a “best practices” document and as such a manual for DOT’s to reference when considering collision avoidance solutions.

Project Activities

This project proposed two sequential Phases.

Phase 1: Technology Transfer and Information outreach

Task 1 included performing research on the current collision avoidance system that had been successfully deployed in Europe and established the most effective approach to adapt them for use in North America, together with a ‘Toolbox’ description of the approach. Some potential issues that were addressed included determining and addressing the reasons why this system had not already been implemented the United States, finding and addressing any negative effects the proposed solution had on drivers including increased driver distraction, and ensuring the proposed solution fit within established AASHTO guidelines. Any information describing the cost/benefit relationship for this deployment was documented as that was a key decision point for the use of safety funds in the U.S.

Phase 1 included the preparation of outreach material and budgets for presenting the solution at various conferences or technical meetings. The overall goal of Phase 1 was to educate key decisions makers (e.g. traffic engineers) on the steps to deployment and potential benefits of such a solution.

Phase 1 included a Final Report summarizing the results of the research and the information sharing activities. A portion of the deliverable was presentation material that may be reused by other members to present the approach and benefits of the solution.

Phase 2: Trial Deployment of the Collision Avoidance System

Phase 2 aimed to take the recommendations provided in Phase 1 and deploy the proposed intersection collision avoidance system at one or more trial locations in member states. The ideal scenario was that the results of Phase 1 would provide sufficient evidence of the benefit/cost relationship of this solution so that the ENTERPRISE funds set aside for the Phase 2 trial could be leveraged against additional funds from an outside source. One of two approaches was likely for Phase 2 of this project:

• If no outside funding from other agencies was assembled, a limited deployment of 1-2 sites provided evidence of the ease of deployment of the system coupled with the low-cost and potentially high-return associated with the reduction in intersection-related crashes.
• If sufficient cost/benefit support was gathered from previous trials in Europe to support a request for additional safety related funds, the ideal scenario would be the creation of a large scale deployment for Phase 2 of the project.

Real time information showing current conditions and scheduled construction is available in many jurisdictions in electronic form. As the Internet’s worldwide web becomes more popular it is being utilized increasingly by jurisdictional governments to provide real-time information for travel planning. Many states, provinces and smaller county and city agencies have established such Internet sites.

There were no formal means for the various traveler information worldwide web sites to interact or coordinate. Existing systems used ad hoc technologies which were not easily portable to different locations and system configurations. Typical system installations were built independently in their jurisdictions and lacked integration between agencies for specific information exchanges or links. Additionally, existing systems did not adequately address multi-modal needs or the special needs of emergency vehicles, including police, fire and ambulance services in urban and rural areas.

As more traveler information sites became available to the public, formats for data exchange between jurisdictions, for links to other sites, and for displays that are understandable from jurisdiction to jurisdiction made the traveler information more effective and attractive to the public.

Internet Applications examined the current and proposed uses of the Internet as a tool for providing pre-trip planning information to travelers and for exchanging data between transportation professionals. Users benefited significantly from the coordination of websites through time savings and by being provided with more, and better, information.

In many cases, there were larger jurisdictions that contained many smaller organizations that each had their own traveler information websites. These entities may have all benefited from the sharing of information but had no architecture or standards to do so. Also, adjacent jurisdictions may have benefited greatly from sharing information from their websites. Because of the speed data can be sent over the Internet and because of the already developed infrastructure, it proved to be a very effective method for transportation professionals to exchange transportation related information.

This project proposed to develop the tools that will enable jurisdictions to coordinate sites and be able to exchange a variety of data in a standard format

Project Activities

Task 1 – Website Program Review
ENTERPRISE studied the layout and information presentation of existing Internet sites. This included examining the tools used to link the sites to other sources of information, the types of information presented and the format for presentation.

Task 2 – Website Architecture Documentation
ENTERPRISE designed an architecture for sites. This structure defined the levels for data exchange among traveler information websites as well as defined linking tools between Internet sites.

Task 3 – Data Exchange Standards
Based on the needs and uses of the Internet for providing users with information, standards were developed for data exchange. These standards encompassed data exchange standards including standards for graphical, tabular and textual information as well as communication protocols.

Task 4 – Traveler Information Site Coordination
ENTERPRISE coordinated the traveler information sites by identifying existing and planned sites. Samples of icons and useful tools gathered during the study were made available from this site.