Completed

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.

Perhaps the most significant challenge in using existing transportation infrastructure effectively is the lack of up to date road condition information for the broader roadway network.  In large urban centers, dedicated traffic sensors and cameras are deployed on major freeways (e.g. COMPASS and RESCU systems in the Toronto area) enabling traffic managers to obtain information on road conditions in near real-time.  But little real-time information is currently available for other roadways, least of all in remote areas.

Installing cameras on a network scale would incur prohibitive levels of costs for power and communication lines, and so more creative solutions are called for.  This project proposes a demonstration of innovative technology, to deploy a low-cost Satellite IP Camera (SIPC) Pilot Project, incorporating video capture, solar power and internet communications, thereby removing the need for expensive power and communications infrastructure costs.

Further economies will be realized because the particular communications technology incorporates a user-adjustable bandwidth capability.  In practice, this means that the number of video frames transmitted can range from low levels, like one every one to five minutes when traffic is light or normal, to 20 frames per second or higher during heavier or unusual traffic activity. 

This technology also affords flexibility inherent in quick set-up times.   

The project will incorporate two cameras.  One will be mounted at the Highway 400- Highway 9 interchange. The purpose of the second camera is to demonstrate sharing of communications bandwidth, and will not necessarily be installed in a remote location.  The video quality will be 640×480 pixel resolution. The project duration is 9 months, and the total estimated cost of this project is $80,000 including a $5,000 provision for contingencies.

Project Activities

The overall goal of the project is to deploy a SIPC pilot installation on an Ontario highway in a remote area within a three month time frame.  The purpose is to demonstrate the ITS application using low-cost satellite communication and renewable solar power to capture real-time video data of interest to both traffic managers and interested parties.

If this technology and the pilot are acceptable to operating agencies, it will constitute a breakthrough of ITS implementation in several ways.  It will demonstrate fast, flexible and a low-cost comprehensive ITS deployment.  It is technically feasible to add video incident detection, vehicle detector and on-site variable message signs to the system configuration, together constituting FAST, LIGHT and LOW-COST Advanced Traffic Management System deployment anywhere on the transportation network. These advanced features are technically feasible, but are not in the scope of the current project. 

Deliverables

• A Detailed Work Plan.  Within 4 weeks of the start of the project a detailed work plan will be developed.  A number of stakeholders will work with the guidelines provided by the System Integrator to develop this coordinated plan.
• The pilot site is expected to be in place 3 months after the start of the project, and will then be in operation and maintained for a period of 6 months, to give traffic managers and interested parties a chance to get accustomed to, and evaluate the results of the pilot project.
• A Final Report outlining what was done, results and recommendations for future work, prepared by MTO and System Integrator.

The initial purpose of this project was to establish the extent to which Intelligent
Transportation Systems (ITS) technologies are being used to support mass evacuation
procedures at a statewide level. Information was gathered to assess the potential
difficulties of installing new systems and their associated coordination. Subsequently,
lists of actions and so-called “next steps” were created so that individual state
Departments of Transportation (DOTs) could take to further mobilize ITS resources
during mass evacuations and other emergencies.

The final report was intended to serve as a resource for DOTs in the following manner:

• To view a glimpse of how other states use ITS to manage Mass Evacuations;
• To garner ideas that they can then discuss with there states’ Emergency
  Management groups;
• To serve as a resource, should the individual ENTERPRISE states embark on
  future efforts to implement ITS for support of evacuations.

The SDOs have shown a high level of interest in the ENTERPRISE ITIS message set as they developed standardized traveler and traffic messages. The Society of Automotive Engineers (SAE) considered it for inclusion in the standards they are developing. How they use and develop the message set may impact several projects ongoing in ENTERPRISE states, including CARS, Foretell and AZTech. It was critical for ENTERPRISE to insure that the SDOs understood the messages, their purpose and intended use. Also, it was important for ENTERPRISE to insure that the SDOs understood why ENTERPRISES developed the messages and how ENTERPRISE states are currently using the set. It is in the interest of ENTERPRISE to participate in the standards development process and insure that the SDOs use the messages in a way that is consistent with its original ITIS goals and objectives.

During this project, ENTERPRISE also reviewed the standards development process, and strengthened it by expressing the needs of its members. ITIS-Eye reviewed standards proposed by the SDOs. The review focused on message sets, with an emphasis on insuring all needed messages were included.

This project served as a means for ENTERPRISE to have a direct voice in the SDO processes, particularly with respect to the ITIS message set. It provided ENTERPRISE-directed support to SDOs as they integrated the message set into their standards. The support helped the SDO understand the structure and format of the message sets, and encouraged their adoption in a way that is compatible with its current uses.

ENTERPRISE was also represented at SDO committee meetings. A representative attended meetings and provided feedback to the Board. The representative followed the direction of the Board in its participation in the SDO committees. This representation helped to insure that the intent and purpose of the ITIS message list was achieved as it was integrated into the national ITS standards.

Project Activities

The goal of ITIS-Eye was accomplished through five tasks. These tasks include coordination, meeting attendance, document development and review.

Task 1. Coordination with ENTERPRISE Members
The consultant coordinated with ENTERPRISE members throughout the project and assisted in the coordination of efforts with both the Traffic Management Data Dictionary (TMDD) and the Society of Automotive Engineers (SAE) Advanced Traveler Information Systems (ATIS) SDOs. Throughout the project, the consultant developed technical memorandums that will inform ENTERPRISE of the status of the standards and any expected opportunities and issues related to their development. There was be no less than one technical memorandum delivered to ENTERPRISE after each TMDD and SAE ATIS meeting or major milestone of the monitored standards.

Task 2. SAE ATIS Committee Participation
The consultant provided support to ENTERPRISE members who are members of SDO committees, specifically Stephen Erwin (MTO) and Tim Wolfe’s (ADOT) role with the SAE ATIS committee.

In the support role, the consultant reviewed documents that were produced by the committee and provided comments to the involved ENTERPRISE members. Upon request, the consultant worked with ENTERPRISE to write response papers. These responses have represented the ENTERPRISE position on the issues and may have been submitted by the Board to the SDOs. The decision ton submittal of papers will be at the discretion of the Board.

Task 3. Support RDS Phrases and Data Elements activities
The consultant provided technical expertise and support for the RDS work that ENTERPRISE members were involved in. This support included helping in the development of RDS phrase and data element work.

The support efforts were at the direction of the ENTERPRISE members and included committee document review and developing response papers that represent the ENTERPRISE position.

Task 4. TMDD Committee
The consultant supported ENTERPRISE members during the TMDD Standards Development process. Specifically, the consultant supported Iowa DOT’s activities with the TMDD committee. This support included support at meetings, review of documents developed by the TMDD committee, and developing response papers that represent the ENTERPRISE position.

In addition, the consultant provided support for the further enhancement and development of the Emergency Response Message (ERM) through the committee. To do this, the consultant enlisted members of the emergency response community to provide feedback on the existing and proposed ERM. This feedback was reported to the TMDD committee for consideration.

As the ERM list was developed, the consultant worked with ENTERPRISE to insure that it is coordinated with the larger TMDD. This “harmonization” required the consultant to insure that potential conflicts between message lists are resolved and that one complete list was developed from the TMDD and ERM.

Task 5. ITIS List Standardization
ENTERPRISE took an active role in coordinating the ERM. The ENTERPRISE role was to promote them and insure they were integrated into the TMDD. In order to do this, the consultant used the ERM as the basis for the ITIS Standardized list. The consultant also investigated the need for emergency transit messages which were incorporated into the ERM. The work on the ERM and the potential addition of transit phrases was done in coordination with SAE and TMDD.

Deliverables

• Minute meetings from any SDO meetings at which ENTERPRISE is represented.
• Papers reviewing the SDO documents, including ENTERPRISE responses, and minutes from any relevant SDO meetings or ENTERPRISE conference calls.
• Reviews of documents developed by the TMDD committee, including a response that represents ENTERPRISE’s position, minutes from any meetings or conference calls. An expanded list of ERM messages to be considered for inclusion in the TMDD.
• A complete ERM coordinated with the ITIS list. New and revised terms will be highlighted and presented to the ENTERPRISE Board.

The National ITS Architecture project performed three tasks over the scheduled year. The first task was to coordinate and plan an ITS Architecture Workgroup session. The second task was to provide support to the group during the meeting. The final task was to create a final report for the project, based on the findings of the meeting and correspondence with external groups such as the Federal Highways Administration.

Project Activities

The three tasks required to complete this project will include the following:

Task 1 ITS Architecture Project Conference Call
In Task 1, the Kansas Project Manager (with assistance from the Castle Rock Consultants) will organize and facilitate a conference call intended to introduce the project to ENTERPRISE Board members as well as other representatives from within the ENTERPRISE member states. The intent of the conference call will be to establish the focus of the group around ITS architecture and standards, and to understand the issues and questions that each member state has on the topic.

The results of the conference call will be summarized in a brief technical memorandum, as well as assembled to serve as the basis for building the agenda for the in-person meeting planned for the Spring 2005.

Deliverables:
• Conference call
• Summary of conference call and topic points for in-person meeting

Task 2 Support and Facilitate the Workgroup Session
Following the conference call, a working session will be held in association with the Spring ENTERPRISE meeting in Kansas City to bring together interested parties who have a good understanding of their state’s ITS architecture and/or use of standards. As such, attendees may not necessarily be the ENTERPRISE Board representative, but may be the state’s ITS Architecture representative and/or someone familiar with the use of ITS standards within the state.

In preparation for the meeting, Castle Rock will prepare a “Talking Points” document, outlining the agenda and discussion goals for the group to address. These could include: –

• Understanding the specific details of the Federal Highway Administration’s requirements for state compliancy.
• Suggesting how Architecture can be best used by each state.
• Establishing the benefits to a state of complying to relevant standards.
• Reviewing what ITS standards are available and the status of ongoing developments and updates to such standards.
• Finding out what benefits states feel they receive from their Architecture plan
• Establishing how Architecture plans should be modified over time, with technological and other developments.
• Discussions of standards migration plans that are either in-use or planned for various states.

The two key topics of the meeting will be as follows:
– To allow facilitated discussions among ENTERPRISE member states to share lessons learned and successes with the ITS architecture and ITS Standards; and
– To encourage participation and feedback from FHWA and/or the members of the ITS Architecture team and to the National ITS standards development efforts, to the extent possible.

Deliverables:
• facilitated in-person meeting

Task 3 Project Final Report
A report will be complied, similar to previous projects from Enterprise. This will outline the findings of the group discussion, as well as any research carried out, and any follow up questions and answers from FHWA representatives. The report will then be presented to Enterprise members.

The primary benefit of the project is expected to come from the architecture representatives in each state participating in focused discussions on the use, upkeep, and compliance of ITS architectures. Similarly, the final report will document the discussion on ITS standards use and migration towards use, as well as the benefits (and drawbacks) of standards use.