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Completed

Advanced Traveler Information System (ATIS) Internet Guidelines

In the past ten years, use of the Internet has grown exponentially. For travelers, a variety of information sources are available. They can collect driving instructions, weather and road conditions, maps and tourism information from a set of sources that grows every day with new public and private sector agencies offering traveler information.

One issue that the traveler had faced was the increasing difficulty of efficiently collecting and easily interpreting information that comes from many independent sources. Because the sites are independently developed, each reflects the preferences of different designers and Internet developers. The result is different site characteristics that may make gathering information more difficult than necessary, including:

  • The emphasis of each site may be different, such as tourism, promotion of local facilities, safety, road and weather information;
  • the “look and feel” of the each site is relatively unique (e.g., different icons and navigation controls); and
  • there are no logical links to sites for adjacent jurisdictions making cross boundary navigation difficult.

These problems increased in severity as more sites came on-line, and as the availability of remote and personal ‘Internet’ style applications, such as personal digital assistants and cellular phones with wireless Internet, increased..

ENTERPRISE has always demonstrated a strong interest in leading the development of traveler information systems standards. Early work on ITIS formed the basis of an ongoing role on the SAE ATIS Standards Committee (Stephen Erwin representing ENTERPRISE and AASHTO).

Another ENTEPRISE project (Internet Applications) addressed the consistency and navigation issues by identifying and recommending Internet common specifications. Specifically, this project has:

  • made logical links to sites for adjacent jurisdictions making cross boundary navigation easier.
  • developed an open architecture that defines the interaction and linking of Internet information dissemination tools developed by different jurisdictions; and
  • established guidelines for data exchange over the Internet in a variety of formats including graphical, tabular and text.

The Internet Applications project, however, stopped short of the mark. In order for the results of the project to be successful they must be accepted by the developers of ITS Internet applications (public sector jurisdictions and private information service providers (ISP)) and to the Standards Development Organizations (SDO).

Only through their acceptance can a common format for data exchange and display on the Internet be achieved. The commercial information providers are very much interested in this standardization. They seek ways to be able to collect and share information more easily. Through common specifications, the public sector is also able to more easily disseminate information. Common specifications have allowed for wider dissemination, and more users who are able to interpret and process data.

This project promotes the common specification recommendations developed in the ongoing ITS Internet Applications project. It has built consensus and support among key public and private sector ITS Internet developers.

Project Activities

The goal of ATIS Internet Guidelines Demonstration and Outreach was accomplished through three tasks. These tasks include development of a demonstration web site, promoting common specification to SDOs and involving Internet developers in the process of defining common specifications.

Task 1. Complete development of the Demonstration Web site

The consultant used the existing travelerinformation.com web site as a demonstration web site. They developed sample web pages that followed the common specifications recommended during the ITS Internet Applications project. The sample pages provided a wide range of examples of text, graphical icons, mapping and tabular information. They demonstrated applications for rural and urban areas, as well as various weather conditions.

The demonstration web site also includes creating functional, organizational and logical navigational tools for developing and linking related web sites and those for geographically adjoining areas.

The site is intended as an example for Internet developers. It also serves as a point of discussion, helping developers identify problem areas and issues that may require further development of common specifications.

Task 2. Involve Internet Developers

The consultant hosted a workshop for both public and private sector agencies to discuss the needs for standardization and the existing common specifications. This workshop followed the demonstration web site and used that site’s examples as a starting point for discussion.

The workshop was also used to disseminate proposed guidelines and provide support to Internet developers. At the end of the workshop, a letter to the appropriate SDOs was drafted and the developers signed it to express interest in the issue of ITS Internet standards being adopted and formally adopted by the SDOs.

Task 3. Promote Common specification to SDOs

The consultant involved the SDOs and made a presentation on behalf of ENTERPRISE. The purpose of this presentation was to have the SDOs consider incorporating ITS Internet standards into their work. The presentation described the current needs for common specifications, including examples of good and poor traveler information exchange on the Internet. It presented the list of agencies interested in ITS Internet standards to the SDOs.

511 Travel Information

When this project began at least 300 telephone numbers existed for traveler information systems throughout the United States. To overcome the confusion caused by this array of traveler information numbers, the United States Department of Transportation (USDOT) petitioned the Federal Communications Commission (FCC) for a national assignment of a singe easy-to remember three digit dialing code, N11. On July 21, 2000, the FCC assigned 511 as a the nationwide telephone number for ITS traveler information. It should be noted that the 511 number assigned to government entities is for both wireline and wireless telephone services. In addition, the USDOT provided up to $100,000 per application to assist in implementation of 511 systems. This funding was made available starting in FY2000 and is available for a three-year period. A total of up to $5 million in Federal funds has been made available for assistance with 511 conversions.

Project Activities

Several ENTERPRISE members and other states that are prospective members planned 511 deployments. ENTERPRISE states that are also CARS Pooled Fund members developed 511 voice responsive systems driven by fully automated XML linkages from statewide and multi-state traffic and travel event databases. NMSHTD may have funded additional CARS 511 software development on top of regular CARS Pooled Fund contributions.

This proposed ENTERPRISE project has complement that effort by dealing with the multitude of less technical issues surrounding 511 roll out. It also provided a platform for leveraging additional federal funding of $100,000 per state by adding to critical mass for actual deployment. Other ENTERPRISE states that are not CARS members or who are pursuing other 511 approaches may have also benefited as these findings apply to all 511 systems, e.g. Arizona’s HCRS.

At least two ENTERPRISE member states had already implemented statewide IVR (interactive voice response) traveler information services – Arizona and Minnesota. Other non-ENTERPRISE states had also gained experience implementing 511 services, including Missouri (Branson), Kentucky, Utah, the Greater Detroit Region, and the San Francisco Bay Area. With many other states and regions preparing for deployment, there was a great need for collective knowledge and deployment guidance in order to effectively use available funding.

The American Association of State Highway and Transportation Officials (AASHTO), in conjunction with many other organizations including the American Public Transportation Association (APTA) and the Intelligent Transportation Society of America (ITS America), with support from the USDOT, had established a 511 Deployment Coalition. The program kicked off in January 2001. The goal of the 511 Coalition was “the timely establishment of a national 511 traveler information service that is sustainable and provides value to users.” The intent was to implement 511 nationally using a bottom up approach facilitated by information sharing and a cooperative dialogue through the national associations represented on the Policy Committee.

Finally, Maine, New Hampshire and Vermont were interested in joining in this effort with the ENTERPRISE states. Several Universities in New England pursued a joint study effort to research and evaluate similar regional implementation issues proposed by ENTERPRISE. Five specific tasks had been developed by NETC which provided the framework for research and evaluation and include the following:

Content
– Define traveler information for the participating ENTERPRISE states.

Region
– Research national and other state initiatives.

Inventory
– Inventory ENTERPRISE states to determine the traveler information system that is available.

Review Federal/State/Regulatory Requirements.
– Review requirements in the ENTERPRISE states.

Identify Delivery Mechanisms
– List available technologies – Early adopters

Identify Business Plan for the Enterprise states
– Provide two to three alternatives. Make recommendations on a plan.

Strategy:

Proposed tasks addressed FCC issues, telecom issues, costs, revenues, content, sponsorship, quality control and standards efforts for rural areas. ENTERPRISE members had suggested that the group can better negotiate with the local phone monopolies using collective weight rather than individually.

The proposed strategy for this project was to contact states and other agencies that have experience in developing and deploying 511 traveler information services and to research available information. ENTERPRISE members provided the main input through a series of workshops and phone/email interactions. The knowledge gained from this process was assembled and evaluated to provide a joint plan of action addressing the major institutional/business model/geographic areas.

Intersection Conflict Warning Systems (ICWS) Related Documents/Links

This page includes a listing of Intersection Conflict Warning Systems (ICWS) related documents as of September 2019. If you would like to contribute to this listing or have any questions, please contact Tina Roelofs at roelofs@acconsultants.org.

SourceTitle and Description
AASHTOConnected Vehicle Infrastructure Deployment Analysis (June 2011)
ENTERPRISE ICWS Informational Booklet (September 2015)System Requirements for Intersection Conflict Warning Systems (ICWS) Final Report Final Report (May 2013)Concept of Operations for Intersection Conflict Warning Systems (November 2012)Intersection Conflict Warning Systems-Characteristics Summary (December 2011)Design and Evaluation Guidance for Intersection Conflict Warning Systems (ICWS) (December 2011)
FHWA Intersection Conflict Warning System Human Factors: Final Report (November 2016)Safety Evaluation of Intersection Conflict Warning Systems Final Report (June 2016)Safety Evaluation of Intersection Conflict Warning Systems (ICWS) TechBrief (February 2016)Intersection Collision Warning System TechBrief (April 1999)
Florida DOTFlorida’s Intersection Safety Implementation Plan (ISIP) Presentation (March 2017)Innovative Operational Safety Improvements at Unsignalized Intersections – Post-Mounted Flashing Beacons and Vehicle Actuated Variable Message Signs Final Report (August 2008)
Georgia – Gwinnett CountyProposed Guidelines for Traffic Actuated Warning Signs at Intersections with Limited Sight Distance (November 1999)
Iowa DOT Traffic Approaching When Flashing Signs (November 2010)Plan Set for Anamosa Intersection (October 2010)Plan Set for Dyersville Intersection (October 2009)
Iowa State University Institute for TransportationIntersection Conflict Warning System Research Poster (July 2015)
ITS InternationalPutting a Stop to Intersection Indecision  (February 2015)
Maine DOTFinal Technical Report #01-2 Evaluation of the Norridgewock Intersection Collision Avoidance Warning System on Route 201A, Norridgewock, Maine (November 2006)
Michigan DOT Special Provision for Intersection Warning System (December 2009)Special Provision for Wireless Vehicle Detection (December 2009)Intersection Warning System Plans for US-31 and M-77 Sites (August 2009)
Minnesota DOT Evaluation of Intersection Conflict Warning Systems in Minnesota (October 2017)Construction Plan for Rural Intersection Conflict Warning System (RICWS) and Lighting (April 2017)Intersection Safety Technologies Guidebook: Intersection Conflict Warning Systems & LED STOP Signs (May 2016)Rural Intersection Conflict Warning Systems Project Description (2012-2015)MnDOT  IIRICWS Safety (June 2015)System Requirements for Rural Intersection Conflict Warning Systems II Deployment (February 2015)Safe Intersections Project Description (2010-2015)Rural Intersection Conflict Warning System (RICWS) Reliability Evaluation: Final Report (June 2014)Advanced LED Warning Signs for Rural Intersections Powered by Renewable Energy – Final Report (December 2010)Cooperative Intersection Collision Avoidance Systems-Stop Sign Assist (CICAS) Project (2008)Intersection Warning System Project and Evaluation (June 2009)A Study of the Rural Intersection Conflict Warning System (RICWS) (September 2019)
Minnesota – Wright CountyITS to Address Non-Signalized Rural Intersection Safety: A County’s Perspective Presentation (November 2010)
National Committee on Uniform Traffic Control DevicesSuggested ICWS Language for 2017 MUTCD (June 2014)
National Highway Traffic Safety AdministrationCrash Factors in Intersection-Related Crashes: An On-Scene Perspective (September 2010)
National Science FoundationIntersection Conflict Warning System (ICWS) Safety Evaluation (August 2016)
New Hampshire DOTIntersection Conflict Warning System Facebook Entry (February 2018)
North Carolina DOT Presentation of Vehicle Entering When Flashing Evaluation (January 2013)Evaluation of the Safety Effectiveness of “Vehicle Entering When Flashing” Signs and Actuated Flashers at 74 Stop-Controlled Intersections in North Carolina (November 2012)Collision Diagrams for Vehicles Entering When Flashing Evaluation (September 2012)Design Example (February 2008)Flasher Standard 
PennDOT Crash Avoidance Systems Benefit/Cost Analysis (July 2011)Crash Avoidance System Presentation with 2008 Crash Data (2009)Collision Avoidance System Evaluation (January 2007)Crash Avoidance System Report (November 2003)Crash Avoidance System Construction Drawings (April 2001)
ScienceDIrectStudy on the Framework of Hybrid Collision Warning System using Loop Detectors and Vehicle Information (December 2016)
The Urban Transportation MonitorCrash Avoidance System Article in Urban Transportation Monitor Nov. 2004 (November 2004)
Transportation Research RecordEvaluation of Intersection Conflict Warning System: A Critical Gap Analysis (June 2018)
University of Minnesota Center for Transportation StudiesRural Intersection Conflict Warning System Evaluation and Design Investigation: Final Report (May 2018)
Utah DOTRural Intersection Conflict Warning System Guidelines (February 2018)
Washington State DOTStandard Specifications for Road, Bridge, and Municipal ConstructionPlan Set US 97 and Cameron Lake Road (March 2013)Plan Set for US12 and Jackson Hwy (January 2007)Prepare to Stop When Flashing System (PTSWF) Pilot Project Interim Guidelines (August 2006)Plan Set for US395 (May 2006)Existing and Planned PTSWF Locations
Wisconsin DOT Wisconsin Intersection Safety Presentation (June 2015)Rural Intersection Collision Avoidance System Outreach Presentation (March 2010)Rural Intersection Collision Avoidance System Brochure (February 2010)Rural Intersection Collision Avoidance System Project Overview Presentation (February 2009)Rural Intersection Collision Avoidance System Fact Sheet (January 2009)

Developing Consistency in ITS Safety Solutions – Intersection Conflict Warning Systems (ICWS) Phase 1

Intersection crashes continue to represent a significant share of transportation fatalities and serious injuries throughout the country. In addition to intersection lighting, signing and geometric improvements, organizations have turned to ITS as another tool for improving safety. Over the past several years, a variety of mainline and cross street oriented intersection conflict warning systems have been developed and tested in many states across the country. Some systems have been developed using local expertise, while others have been supported by the USDOT Cooperative Intersection Collision Avoidance Systems program. No specific guidance has been available for these systems in regard to placement, size, messaging, failsafe, etc. This has resulted in a fairly broad range of approaches and with the states’ growing experience there is now an opportunity to work together in moving toward standardization.

Bringing together organizations that have developed and deployed intersection conflict warning systems, the purpose of this project was to develop a consistent approach for accelerated, uniform deployment and further evaluation of intersection conflict warning systems (ICWS), and to recommend preliminary standards for MUTCD consideration. This work was initiated through a webinar and two in-person workshops. Participants included ENTERPRISE pooled fund states, other states that have deployed systems, FHWA, NCUTCD, AASHTO and NACE.

Results

  • Increased awareness of systems deployed
  • Preliminary standards to support accelerated and more consistent deployment for experimentation
  • Evaluation framework for further experimentation
  • Roadmap to reach complete standards in the MUTCD

Awards

This ENTERPRISE project received an award for Best New Innovative Practice during the 2012 National Rural ITS Conference for its success in bringing together organizations that have deployed intersection conflict warning systems (ICWS) to capture current practice and develop preliminary design guidance for further standards consideration.

Webinars/Workshops

For additional information and presentations from the project webinars and workshops click here.

Related Documents/Links

For a listing of related documents and links to this intersection warning conflict systems (ICWS) ENTERPRISE project click here. For more information about the other phases of ENTERPRISE work with intersection conflict warning systems go to:

  • Phase 2 – ICWS Coordination and Systems Engineering: This project furthered supported the standardization of ICWS by coordinating among the various national standards and association groups, and by developing a concept of operations and system requirements for the four types of ICWS identified in the Design and Evaluation Guidance for Intersection Conflict Warning Systems developed in Phase 1. 
  • Phase 3 – ICWS Support and Outreach: This phase will continue coordination with national standards groups, industry associations and other pooled fund programs that have been engaged through the ENTERPRISE ICWS work. Phase 3 will also continue to provide ICWS deployment support to ENTERPRISE members.
  • Phase 4 – Roadmap for Next Generation Intersection Conflict Warning Systems (ICWS): This project identified and documented issues related to the development and deployment of next-generation approaches to ICWS. This information was utilized to develop a roadmap of prioritized next steps to help guide future ICWS deployment efforts.

Impacts of Traveler Information on the Overall Network

ENTERPRISE member agencies use a variety of tools and approaches to inform travelers about conditions on the roadways, including Dynamic Message Signs (DMS) and traffic flow maps on internet dissemination websites.  The impacts of these tools are not clearly understood.  While the public response to these dissemination tools has been very positive, there remains minimal solid evidence about the travel pattern changes caused by these messages or the impacts on other routes. Based upon the ENTERPRISE Travel Time Best Practices project, in nearly every state deployed, the travel time reports have received very positive feedback, and perhaps the value lies in informing travelers of conditions ahead, regardless of whether they divert.

ENTERPRISE recognized the need for additional research on the impacts of traveler information and approved the “Impacts of Traveler Information on the Overall Network Project” to focus on understanding the impacts that travel time message displays (web and roadside) have on the network.

To determine the impacts of travel times, on-line surveys were created and linked to the traveler information portion of the Minnesota and Washington State Department of Transportation (DOT) websites to gather feedback from travelers regarding their use of travel time information displayed on the web and on roadside DMS.

In addition to surveying travelers’ opinions, historical travel time displays on DMS together with related traffic volume data (from locations downstream of the DMS) from the Minnesota and Washington State networks were analyzed.

This ENTERPRISE Project was highlighted in the July/August 2013 ITS International publication.

Understanding Utilization of Third Party Travel Data and Information

There are a number of private vendors today who sell and provide third party data for a variety of transportation purposes. Data may be oriented to commercial freight companies, personal navigation systems, transportation agencies and many more. Speed, travel time, volume and occupancy data is important in maintaining the safety and mobility of the transportation network. Some transportation agencies use this type of data from third party providers to deliver traveler information, manage traffic, and conduct studies.

ENTERPRISE initiated this project – Understanding Utilization of Third Party Travel Data and Information – to better understand what providers are offering, how states are using the data and what their options might be for future use of such data. The approach for this project involved an initial survey of ENTERPRISE member needs and uses for third party data.

The final report summarizes the information gathered during this project and is written in a format to accommodate easy future reference by the ENTERPRISE members. The information summarized in this report includes:

  1. ENTERPRISE member survey of third party data needs and uses
  2. Third party data provider information
  3. Public agency experiences with using third party data

Related Documents/Links

Following is a listing of related documents and links to the Understanding Utilization of Third Party Travel Data and Information ENTERPRISE project.

SourceRelated Document/Link
ENTERPRISEUnderstanding Utilization of Third Party Data and Information – Final Report
Washington State DOTRequest for Proposals: Traffic Data, May 2011
Washington State DOTRequest for Proposals-Amendment 1: Traffic Data
Washington State DOTThird Party Data Use Assessment
Virginia DOTRequest for Proposals: Statewide Evacuation, Special Event and Work Zone Real Time Video and Data Collection Services, October 2010
Ministry of Transportation OntarioAlternative Methodologies for Travel Time Studies Final Report, July 2012
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