Completed

Phase 1

During 2007, the ENTERPRISE Program funded an evaluation of the Kansas Rural Transit Intelligent Transportation Systems (ITS) currently being operated in Hays and Hutchinson, Kansas.  The intent of the evaluation was to document the users perceptions and experiences with the system in order to help the Kansas Department of Transportation (KDOT) determine if and when to expand the ITS technologies to other locations throughout the state. 

The technologies operated by the Kansas rural ITS project include Automated Vehicle Location (AVL) on transit vehicles, Mobile Data Terminals (MDT) in the transit vehicles and data communications between the dispatch center and vehicles, and Computer Aided Dispatch (CAD) systems.

Phase 2

The findings of the 2007 evaluation activities confirmed that the ITS technologies provided benefits to dispatchers, supervisors, drivers, and riders in both Hays and Hutchinson.  However, nearly every individual commented that the systems had many instances of failures in either the equipment or the communications systems.  In order to better understand these system failures, a second evaluation effort was performed to document what systems are having problems, and ideally to help lead to resolving the problems.

The objective of this project was to examine whether a typical DMS can be reliably powered by a solar/wind HRPG. The project location was near a State highway and hasdan easy access to utility grid power, and thus the location was not selected based on the needs and cost benefits of an HRPG but rather selected based on the convenience of field tests and availability of a DMS for testing. Since solar/wind HRPGs were not available on the market, the researchers designed and put together a solar/wind HRPG using off-the-shelf products. Installation was done with the help and resources provided by the Minnesota Department of Transportation (Mn/DOT). The DMS was originally designed and installed to be powered by a grid AC source.
Consequently, power efficiency was not a concern in the design. This project replaced the grid AC power supply with a solar/wind HRPG.

Over the past few years, many transportation agencies have been extensively using RWIS for snow and ice control. These agencies were then facing issues of how best to utilize and integrate their RWIS equipment and the different equipment of their own and other agencies. This equipment could be placed in the same region or be across jurisdictional boundaries.

Because of the proprietary nature of some RWIS information and the inability of different systems to easily exchange information, many agencies found it difficult to exchange information and receive full value from their RWIS investment. An example is in Arizona where there is more than one type of RWIS sensor in the field. This requires each sensor to have its own CPU that functions independently of any others. The ideal was to have all sensors reporting to a single CPU where information can be integrated and processed. The INCH project may address this issue for new equipment, but this project examined how states are integrating existing equipment.

The RWIS Guidance and Reference Document examined best practices and success stories of provinces and states in North America. It looked at innovative approaches to collecting and providing road and weather condition information for diverse users. It focused on how agencies have successfully integrated various weather information sources, both within their jurisdictions and outside. It also discussed how agencies get RWIS information to their maintenance crews, other response agencies and the general public.

This project referenced success stories in a way that helped agencies be able to utilize RWIS equipment and data for multiple purposes.

Project Activities

The goal of RWIS Guidance and Reference Document was accomplished through three tasks. These tasks include literature and Internet review, in-depth interviews and surveys with RWIS developers. It developed the guidance document and distribute it over the Internet and at conferences.

Task 1. Literature and Internet Review
The consultant looked through available RWIS literatures and existing Internet web sites to identify current best practices for integration, data collection, presentation and dissemination. Best practices were defined by complexity, ease of understanding, and agencies’ ability to incorporate information from multiple types of equipment. The purpose was to find solutions for a range of agencies with varying expertise and needs from RWIS.

The review also looked at best practices in disseminating RWIS information to users. It did not focus on display technologies, but in how states have developed simple, automated systems for disseminating RWIS data. It also examined the state of the practice for integration of RWIS with equipment such as dynamic message signs, highway advisory radio, speed warning systems and condition reporting systems (e.g., FORETELL, CARS). Traditionally, it has been difficult to get data to some dissemination systems because each RWIS type is collected and processed by different workstations.

Another aspect of the document review was to identify practices in agencies that share information across jurisdictional boundaries. It also examined how agencies may provide information to the National weather Service. Many agencies struggled with how to easily share essential information and the document will detail how it was done successfully in some areas.

Task 2. In-depth Interviews and Surveys with RWIS Developers
The consultant conducted in-depth interviews and surveys with RWIS developers in states with best practices in order to know about their system and functionality. The surveys focused on identifying the challenges and issues that arose during the development of their RWIS systems.

In particular, this effort examined jurisdictional and proprietary information issues. It examined how some agencies successfully overcame the difficulties in integrating data form different systems.

The surveys and interviews also examined the costs of developing means for exchanging and disseminating information.

Task 3. Develop the Guidance Document
Based on the above review and findings, the consultant developed a reference guide. The RWIS guidance document was targeted at agencies that were developing or expanding their RWIS capabilities. The final document was disseminated in electronic form to the public through the ENTERPRISE web site. It was also made available at conferences and to ENTERPRISE members who would like to share it with other interested agencies.

Deliverables

• A document summarizing the findings about current best practices of RWIS.
• A document summarizing interviews and surveys findings.
• The final report in electronic and paper form

Effective traffic management for unplanned incidents requires tools and resources that can be deployed rapidly to respond to unpredictable conditions and circumstances. For work zones, closures or restrictions, special events, and other planned activities, agencies will typically develop a strategic traffic control or management plan. A key tool in helping to execute the plan would likely be fixed or portable VMS with vital instructions or information about immediate hazards and conditions.

Incident conditions that require rapid deployment of portable or truck mounted VMS often require very specialized, incident-specific information that might not be found in pre-planned message sets. Furthermore, the nature of rapidly deployed VMS is that they are highly mobile, and would need to be changed to reflect conditions as conditions change. Truck mounted, mobile VMS often need to be programmed on-site, meaning drivers/response crews need to have the expertise and/or resources on-hand to program a message appropriate to the situation, severity, and location. The size of a truck-mounted sign is typically only 2 lines, whereas freeway VMS are 3 lines.

The unique nature and uses of truck mounted or other portable VMS, particularly for rapid deployment in response to an incident or emergency, warrants additional study and review of current agency practices and technologies with regard to rapid VMS deployment, MUTCD guidelines for these signs (including use of standardized icons), and the potential for developing message set standards.

Project Summary

There were at the time two response teams that operate within Maricopa County specifically for traffic control/traffic management support during incidents. AZTech’s Regional Emergency Action Coordinating Team (REACT) provided emergency closure, detour and other traffic management support for incidents on arterials in several cities in the County, and ADOT’s ALERT (Arizona Local Emergency Response Team) provides emergency closure and traffic management support for Phoenix metro area freeways. Both of these response groups relied heavily on ITS technologies that could be rapidly deployed, specifically portable and mobile VMS.

Rapidly deploying a technology such as portable VMS for incident conditions required unique applications, approaches and considerations. This project established parameters for an operational definition of ‘rapid deployment of VMS for incident management’ and identify available ‘best practices’ from Maricopa County agencies and other areas that are using rapidly deployed VMS for incident and emergency conditions. Included in this survey were how or when standardized message sets were used for rapid VMS deployment. Available VMS technologies that would typically be used for rapid deployment were reviewed, and specific challenges, limitations, constraints, etc. were identified that could impact development of recommended standards or best practices. The project also looked at how MUTCD provides guidance or standards for this unique and specialized use of portable/mobile VMS. The result was a summary of best practices, special considerations, and recommended practices, technologies and operational uses for rapidly deployed VMS for incident management.

Project Activities

The four tasks required to complete this project included the following:

Task 1: Survey of Literature and Current Practices
A literature search and review of current practices relative to other regions to identify current uses of portable/mobile VMS for incident management was conducted. Any existing practices identified were documented. As part of the survey, agencies were contacted to see if they have current operational practices that involve rapid deployment of VMS signs for incident management that perhaps are not documented in any literature. Potential agencies to contact were identified by MCDOT/AZTech, REACT and ADOT’s ALERT in consultation with ENTERPRISE participants. This survey addressed such items as operational uses or practices, technologies used, message sets, and lessons learned. The results of the literature search and survey were then documented.

Task 2: Assess Portable/Mobile VMS Technology
Available VMS technology that could be used for rapid deployment will be identified and assessed. The purpose of this assessment was to document features and functions of available portable/mobile VMS technology, identify operational requirements (particularly that could affect or hinder rapid deployment), capabilities of the technology (brightness, matrix size), communications requirements, and ability to integrate portable/mobile technologies with incident management practices as well as broader ITS programs. Programming and software requirements were also identified (i.e., programmed on site, ability to use stored message sets, etc.). The results were documented, and included recommended (but not brand specific) technology requirements and features for portable/mobile VMS that are conducive to rapid deployment for incidents.

Task 3: Review of MUTCD Guidance/Criteria
A review of appropriate MUTCD chapters and sections was conducted to see if there was sufficient criteria to address message sets, sign sequence, viewing distance, length and time guidelines, standardized icons, and other aspects, particularly as they relate to the application of portable/mobile VMS for incident management. A new chapter of the MUTCD was developed to specifically address VMS boards, and a draft was obtained (if possible) for review. Applicable MUTCD guidance appropriate for rapidly deployed portable/mobile VMS boards was documented and cited. A potential outcome of this task could have included additional requirements that would need to be addressed as part of a revision to the MUTCD.

Task 4: Final Report
Tasks 1, 2 and 3 were summarized in a final report, to include current status and use of portable/mobile VMS for incident management by agencies, applicable message sets, technology and operational requirements, and ‘best practices’ for operations and ease of integration of this unique technology application into existing practices and programs. Case studies of agencies successfully using this technology were highlighted.

Deliverables

The following products were delivered from this project:

• A summary and report that documents status, technology, and best practices for rapidly deploying VMS for incidents.
• Potential input for a revision to the MUTCD chapter addressing VMS boards for unique requirements of this specific technology application.

The Phase 1 – PCS Total Monitoring Station Demonstration Project, during the winter of 2005 and 2006 at three locations along Highway 21 near Kincardine Ontario, successfully demonstrated; the use of 1xRTT commercial data radio communications, the use of solar power and illustrated a definite co-relation between quantifiable visibility readings from the road side sensors and driving conditions.

The conclusions of the project are that the technology worked well and that the TMS’s are a useful tool for research into the co-relation between visibility, traffic conditions and human observations of road conditions.  However, it was also concluded that the system was not ready for operational deployment due to a user interface which was not designed to provide a user friendly operator interface with integrated video.  As well, in order to continue the research aspects an additional sensor, specifically an anemometer to measure wind speed was required.  It was recommended that an algorithm be developed in order to calculate a “visibility index” using data from a variety of sensors.

It was recommended that the system be upgraded to meet the operational requirements; replace “loaned” equipment and incorporate the recommended additional sensors in order to continue research during the winter of 2007 and 2008.  As well as providing a base for additional visibility research; this will allow the Ontario Ministry of Transportation (MTO) and the Ontario Provincial Police (OPP) to investigate whether the TMS would be a valuable component to a modern motorist advisor and road closure system.

Project Activities

The following activities will be conducted by the Consultant:

Project Management
This activity includes: Liaison with MTO SWR, MTO ITS Office and Transport Canada, Prepare progress reports for ENTERPRISE, Co-ordination with suppliers, Management of Delcan staff, QA/QC according to ISO requirements, Scheduling and financial management

System Design
System design includes two main components. The first is to update the design of the system in terms of hardware and software configuration, relative to the demonstration project.  The other component is to define the users / operators requirements in terms of screen layout and functionality.   This will involve review by; and discussions with MTO SWR Operations centre as well as the OPP.

Procurement
The final equipment required to meet the new requirements will be selected.  This will be procured by Delcan and integrated with the existing ATC’s.  This setup and hardware integration will be conducted by Delcan in its equipment lab.
Additional equipment required includes equipment which was previously on loan and has been returned; and new equipment required to meet the new functionality.  Specifically the equipment required is:

• low light dome cameras
• video encoders to convert the analog camera output to digital IP
• anemometers at each location to measure wind speed
• a digital power meter at one of the locations to measure the actual power used in order to accurately size the batteries and solar cells in the future
• additional serial input / outputs to connect the additional sensors
• real time operating system for the controllers (QNX)
• a new wireless modem to replace the one which was previously damaged.

Software Development
The existing software in the field controller and in the server needs to be updated to: provide a new graphical user interface, interface with the new sensors and the development of the algorithm which will determine the “visibility index”.  The activities include:

• Software design for the new components
• Software development and testing of the updated ATC software
• Development of a new browser based graphical user interface to incorporate the requirements of an operational system (refer to Operational Requirements  below) and provide a link from MTO’s RWIS Server’s web page
• Software updates for the central server and development of the algorithm to co-relate wind speed and visibility to generate the “visibility” index. A link to the RWIS Server will also allow weather and pavement conditions from appropriate RWIS to be considered.  The algorithm will consider the rate of change of the data as well as the current measured values.  The parameters of the visibility index can be adjusted through the GUI to improve performance over time.  To develop the algorithm data collected during the demonstration project will be utilized.
• Software integration and testing
• Provide support to the implementation team during system integration and testing.

Field Work Supervision
This activity includes providing instructions to the electrical contractor and assistance to SWR’s maintenance and operations forces.  It also includes inspection during the field installation and documentation of the installation.

Integration and Testing
Integration and testing involves testing the entire system in Delcan’s lab, integration with the components in the field and testing in the field.  It is composed of the following steps

• Factory acceptance testing which will test all of the functions and the hardware in Delcan’s lab
• Integration of the three stations and central computer once the field equipment is installed
• Site acceptance testing which ensures that the hardware and software operates correctly in the field.

Data Collection and Evaluation
Once Integration and Testing are completed data can be collected and the algorithm tested and adjusted under winter conditions.  This activity consists of the following tasks:

Develop evaluation criteria in consultation with MTO and OPP

Review the output of the algorithm, the visibility index, and compare it with the recorded images and field observations

Meet with users to obtain observations and inputs

Adjust parameters to refine the output of the algorithm to reduce false alarms and missed events

Prepare a report to document the results of the project

Schedule and Deliverables

The following products will be delivered from this project:

September to November 2007	Consultation MTO ITS Office, SWR /Region  Develop Proposal and Cost Estimate
January 7, 2008	Approval to Proceed & Initiate Procurement
February 18, 2008	Procurement & Field Software Development Complete
March 3, 2008	Field Installation & Commissioning Complete
March 10, 2008	Operational Test Period & Initial Data Collection Complete
March 17, 2008	Acceptance  & On Line Operations
April 13, 2008	2007/08 Winter Data Collection Complete
April 21, 2008	Progress Report Complete
December 23, 2008	Final Data Collection Complete
February 17, 2009	Final Evaluation Report Complete

The Autonomous Monitoring Station (AMS) concept is based on the use of a general-purpose controller to support multiple ITS field components. The primary goal of this project was to demonstrate the feasibility of using low-cost wireless communications and solar power to deploy autonomous road monitoring stations in remote sites.

Three sites were equipped and monitored along Highway 21 in southwestern Ontario during winter 2005-06. Visibility sensors and vehicle detectors collected visibility levels and traffic conditions (volume and speed) and summarized data every fifteen minutes. When visibility deteriorated below a predefined threshold, video images were collected and transmitted to the central database server for comparison to field observations.

The system developed and tested proved to be reliable and cost effective to support road operators in rural areas. Further AMS system research and development was recommended, including providing more automated alerts in poor visibility conditions and improving the user interface for operational use.

Phase 2 – Autonomous Monitoring Station