1.0 INTRODUCTION
1.1 BACKGROUND
In recent years, it has become increasingly common for states and
regions across the country to consider the potential of developing and
deploying ITS solutions for their rural and small urban areas. Some of the
most progressive states have also examined these opportunities from a
statewide perspective.
However, while there is a body of experience developing in this area,
it has not been shared effectively with all potential users. As such, each
group that embarks on efforts such as these typically has to start with
limited information of past installations and has to develop their own
techniques for accomplishing the goal of regional or statewide ITS
deployment.
1.2 DEVELOPING RURAL INTERIM BASIC GUIDANCE
In order to assist with making this body of experience more accessible
to potential new users, the U.S. DOT commissioned the development of Best
Practices on the deployment of rural ITS. The development of this Best
Practices Document was undertaken by the U.S. DOT's rural ITS support
contractors Science Applications International Corporation (SAIC), Castle
Rock Consultants, Transcore and the Western Transportation Institute
within the framework of the Rural ITS Support Services contract.
The development of this Best Practices Document has leveraged earlier
and parallel investments to identify and catalogue rural and statewide ITS
initiatives that have been performed across the country. These have
included the FHWA's Simple Solutions project, the New York State rural
toolbox, press releases, and interviews. It is also intended
that
information gathered as part of developing this Best Practices
Document will be shared to support other initiatives such as The State of the ARTS
prepared by ITS America.
It should be noted, however, that the examples presented in this
document do not represent the full extent of rural ITS deployment. Indeed,
other rural ITS deployments may be identified elsewhere. Agencies or other
organizations should email ITShelp@fhwa.dot.gov if they wish
to submit their rural ITS deployment for inclusion in future updates to
this document.
This document is designed to assist a broad range of users who have or
who may have a stake in the deployment of rural ITS. These users
include:
- State transportation agencies;
- Transit properties;
- Local government agencies; and,
- Non-traditional stakeholders such as fire and rescue groups, law
enforcement agencies, the emergency medical community and tourism
groups.
1.3 THIS DOCUMENT
This document is intended to support those agencies and groups that are
beginning the process of rural or statewide ITS deployment plans. This
toolbox is intended to assist public agencies and private organizations
with rural and statewide ITS deployment plans. It consists of two
components:
- A toolbox or resources document that identifies successful rural ITS
projects and statewide applications from across the nation; and
- A Best Practices Document that illustrates proven processes for the
preparation of a rural or statewide ITS deployment plan.
This document represents the first of these components, the toolbox or
resources document.
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2.0 SUMMARY OF TOOLBOX
2.1 INTRODUCTION
This section of the document provides some background information on
how the toolbox was developed, how the tools are categorized and what
information is provided in each of the tool descriptions. Users may search
for tools based on the categories described below in 2.2 or may search
based on the specific need they wish to address. To facilitate this latter
process, an alphabetized list of needs addressed in this document along
with corresponding section numbers is presented in Appendix A.
It should also be noted that many of the tools described (or pictured)
in this document are in the process of being tested prior to full
implementation. As such, the systems may appear to be outside normal
regulatory configuration (e.g., compliance with the Manual of Uniform
Traffic Control Devices, MUTCD). Needless to say, permanent implementation
of systems conforms to all appropriate regulations and guidelines.
2.2 CATEGORIZATION OF TOOLS
The tools are categorized on the basis of the seven Rural ITS
Development Tracks defined in the FHWA report Rural ITS User Needs. These seven tracks
are:
- Emergency services;
- Tourism and travel information;
- Traffic management;
- Rural transit and mobility;
- Crash prevention and security;
- Operations and maintenance; and
- Surface transportation and weather.
Each of these tracks is defined below:
2.2.1 Emergency Services
The emergency services development track focuses on services provided
by law enforcement, fire departments, Emergency Medical Services (EMS),
and related organizations. The organizations are multijurisdictional in
nature, involve complex operations and require a great deal of planning,
organization and interoperability among their constituents.
Transportation and public safety are closely intertwined - the
transportation system supports the delivery of public safety services and
also generates emergencies and incidents of its own requiring public
safety agency response. Click
here for more information.
2.2.2 Tourism and Travel Information
The tourism and travel information development track focuses on the
core infrastructure and standards needed to support data sharing that
meets the information needs of travelers. Traveler information is
comprised of a wide range of information types, including pre-trip
advisories, such as road closures, weather, and events; en-route data,
such as tourist messages; and real-time dynamic traffic information. Click here for
more information.
2.2.3 Traffic Management
The traffic management development track focuses on the use of ITS
technologies to control operations as well as provide guidance and warning
of traffic to improve operations on freeways.
2.2.4 Crash Prevention and Security
The crash prevention and security development track focuses on the
prevention of crashes before they occur and on reducing crash severity. By
examining the needs of travelers, crash prevention measures and advanced
technologies can be implemented to assist in crash avoidance, hazard
warning, work-zones and highway rail crossing alerts, and dynamic speed
zones. Click
here for more information.
2.2.5 Rural Transit and Mobility
The rural transit and mobility development track focuses on the ability
to increase transportation access services through transit/paratransit
system management for those who are mobility impaired and the referral of
mobility impaired people to appropriate transportation services. Click here
for more information.
2.2.6 Operations and Maintenance
The operations and maintenance development track focuses on improving
the efficiency and capabilities of services to maintain and operate the
transportation system. Highway operation and maintenance organizations are
typically responsible for monitoring and maintaining roads, along with
improving the physical condition of the infrastructure. They maintain the
condition of public vehicle fleets and ensure safe operation of the
system, especially under adverse travel conditions, such as winter
weather, or during construction and other work zone activities.
They also ensure the efficient operation of the system, including the
use and maintenance of various traffic management and traffic control
devices. Click here for more
information.
2.2.7 Surface Transportation and Weather
The surface transportation and weather development track area focuses
on the development of improved road weather information systems and
maintenance technologies for winter mobility, and the development of
traffic operations/incident management procedures under all weather
events.
By providing weather information that is more accurate and easily
understood, outcomes of improved mobility, safety, and productivity will
be achieved. Click here for more
information.
2.3 INFORMATION PROVIDED FOR EACH TOOL
The same information is provided for each of the tools under each of
the seven development tracks.Tools described herein refer to solutions or
approaches for addressing rural transportation needs.
In certain cases these tools may be relatively narrow in focus (e.g., a
portable system that displays the speed of approaching traffic) or a
system comprised of remote sensors providing data to a central processing
location for dissemination over the Internet. Specific information
provided for each tool includes:
- Needs addressed : the typical needs addressed by the tool;
- Description of the tool : a concise description of the tool,
including a summary of the technical components and options;
- Real-world examples : a description of a real world example of the
tool. These descriptions use the following headings:
- Goals : a description of the goals that the application of the
tool was intended to
address;
- Approach : the approach that was taken to develop, design,
implement and operate the application of the tool;
- Location/geographic scope : the geographic area covered by the
application;
- Current status : the current status of the real-world application
(for example, is it
still in development, is it operational, etc);
- Future activities : what, if any, plans exist for continuing the
development and use of the application;
- Cost information : information relating to the cost of the tool
application; where
possible the total cost of the deployment is
given;
- Participating institutions : a list of the institutions and
organizations involved in
the application of the tool together with
an indication of how they participated;
- Impacts : an identification of the actual and/or expected impacts
of the application of the tool; and
- Key contacts : a list of the key contacts for the application of
the tool.
The real-world examples have been selected to show how the tool has
been used in a practical way. Where the tool has been used in different
ways, several examples have been selected and described:
- Lessons learned : lessons learned through the development,
implementation and operation of the tool;
- Benefits : an identification of the typical benefits that can be
realized through the use of
the tool; however, benefits listed in
this section may also apply to the overall approach, not just the real
world example that has been highlighted;
- Opportunities : in many cases, a tool has also been used for
applications other than that for which it was first developed. This
section is intended to identify other potential applications that the
tool can be used for and also identifies any relationship with other
tools included in this document;
- Implementation : this section describes the typical implementation
process and highlights
any particular implementation issues that have
occurred;
- Institutional issues : this section describes the typical
institutional issues that have occurred with the development,
installation and operation of the tool;
- References : a list of the references that were used to develop the
description of the tool. In addition to the references listed for each
application, the ITS Resource Guide for 2001 provides a comprehensive
listing of documents, websites, training courses,
and points of
contact related to ITS. |
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3. EMERGENCY SERVICES
This Section contains descriptions of the tools that fall within the
emergency services rural development track. These are:
- Emergency vehicle traffic signal pre-emption;
- Mayday systems;
- Accident investigation systems; and
- Dispatching systems.
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3.1 EMERGENCY VEHICLE TRAFFIC SIGNAL PRE-EMPTION
Needs Addressed
To assist emergency vehicles in improving emergency response
times.
Description
Traffic signals can disrupt the progress of emergency vehicles by
causing them to slow or stop. Since other vehicles in cross traffic often
have the right of way when the emergency vehicle reaches the intersection,
hazardous situations often occur. Pre-emption involves switching the
appropriate signal at a signalized intersection to green to grant an
approaching emergency vehicle right-of-way regardless of the normal
signal-phasing pattern.
Various types of pre-emption systems are in use in urban areas across
the nation. The solution described below is an example of a low-cost
siren-activated system. As it requires minimal additional equipment, it is
considered to be a suitable solution for rural communities.
Real World Examples
| Siren Activated Signal Pre-emption (British
Columbia) |
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Goals: To improve emergency response by
providing simple and cost-effective signal pre-emption capabilities
to emergency service providers.
Approach: The Sonem 2000 Digital Siren
Detector detects the sirens of emergency vehicles up to half a mile
away from an equipped intersection. This activates a signal
pre-emption phase, giving a green light to the oncoming emergency
vehicle and switching all pedestrian crossings to the Don't Walk
message. The green light can be held for a pre-set time of between 5
and 45 seconds. A visual verification system consisting of a white
light and a blue light is installed next to the regular traffic
signal. When the white light is activated, this confirms to the
driver of the emergency vehicle that it has been given right of way.
The blue light indicates that the intersection is being controlled
by an emergency vehicle approaching from another direction. The
system is manufactured by Sonic Systems Corporation of Vancouver,
Canada.
Location: To date, the system produced
by this vendor has been installed in the Cities of Squamish,
Nanaimo, and Whistler, and the University of British Columbia campus
in the City of Vancouver, all in British Columbia, Canada.
Current Status: The project is
currently operational as identified above.
Future Activities: No future activities
have been established.
Impacts: The impacts have not been
documented.
Cost Information: The cost of equipping
an intersection is approximately $4,000. Discounts for equipping
multiple intersections apply. Vehicles do not need to be equipped
with any additional equipment, assuming they are fitted with a
siren.
Institutions: Participating Cities of
Squamish, Nanaimo, and Whistler, and the University of British
Columbia.
Contact: Robert Scragg, Sonic Systems
Corporation. 1-800-33-SONIC.
Other Examples: LifeLink : rural
version. E. Sterling Kinkler Jr. (210) 522-3478
URICA, New
Mexico; Regional Emergency Action Coordination,
Arizona. |
Benefits
- Emergency vehicles activating a traffic signal pre-emption system
can negotiate an intersection more safely;
- Traffic approaching an intersection where preemption has been
activated by an approaching emergency vehicle is safer;
- Patients transported in emergency vehicles will reach their
destinations in a more timely and safe manner; and
- More timely response to emergency calls.
Opportunities
Traffic signal pre-emption is not limited to emergency vehicles; it has
successfully been used on vehicles such as snowplows or street cleaners
during late-night or early-morning operations. It can assist the operation
of these kinds of vehicles by limiting unnecessary stopping and starting
at intersections. In the case of snowplows, a pre-emption capability could
also be valuable during severe weather conditions. Pre-emption systems are
also widely used to grant public transit vehicles right-of-way at
intersections. This application has been successfully used for both normal
transit operations (i.e., preemption grants right-of-way to all transit
vehicles) and where right-of-way is only granted to transit vehicles
running behind schedule.
Low powered wireless communication devices in vehicles, similar to
garage door openers, could also be used to trigger receivers mounted on
the signaled intersections to give oncoming vehicles a green phase. In
addition, systems using infra-red technology could perform this function.
In noise sensitive operations or environments, a non-siren based system
should be considered.
Institutional Issues
As no special equipment on the emergency vehicle is required, equipped
vehicles could cross jurisdictional boundaries and activate the signals of
neighboring cities or counties if the same siren-based system is also
deployed there.
Implementation Issues
In one instance, shortly after implementing a sirenactivated signal
pre-emption system (manufactured by another vendor), local drivers
discovered that signals could be pre-empted by activating their car
alarms.
Depending on the frequency of the siren technology, this may
occur with other implementations as well.
References
Technology in Rural Transportation Simple
Solutions, FHWA publication number FHWA-RD- 97-108, October
1997.
US DOT
booklet on signal preemption, available from the Electronic Document
Library. |
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3.2 MAYDAY SYSTEMS
Needs Addressed
An emergency notification system that will:
- Reduce accident response time in remote areas;
- Provide an advanced ability to utilize cellular technologies and
geographic information systems for emergency notification;
- Transmit geo-coded location information and valuable crash severity
data; and
- Enhance emergency management through integration of technologies and
coordination among emergency service providers.
Description
Mayday systems provide some kind of notification to a response center
in case of a breakdown or accident.
They utilize wireless communications from vehicle to call center and
units and can be activated manually or automatically. They typically use
GPS location technology to automatically identify the location of the
vehicle.
Enhanced Mayday systems can detect and transmit crash information
(e.g., crash primary direction of force, crash delta velocity, final
resting position of the vehicle, etc.) to a call center that subsequently
contacts an appropriate response organization (fire, ambulance, police)
and provides them with all necessary data derived from the in-vehicle
Mayday system.
In the case of a severe crash, a victim's chances of survival are
directly linked to the time it takes for the emergency service to respond.
Essentially, three time-related factors are relevant:
- The time it takes stranded or injured travelers to establish
communications with a Public Service Answering Point (PSAP), and relay a
request for help;
- The time it takes dispatchers and response personnel to acquire
information about the crash location, the nature of injuries and the
number of victims involved, either from the motorist involved or by
other means; and
- The time it takes for response personnel to reach the victims with
the proper equipment (i.e., able to treat and transport all victims
appropriately).
Emergency response times associated with these three time factors
average 52.4 minutes in rural environments, and 34.9 minutes in urban
environments. Responding to severe accidents within one hour (the
so-called "golden hour") can significantly reduce fatalities.
Real World Examples
| Minnesota Mayday Plus (Minnesota) |
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Goals: To implement a system that will
evolve into scalable deployment and identify and resolve
institutional issues that surround Mayday implementation.
Approach: In 1995, Mn/DOT developed a
concept, implemented, tested and subsequently evaluated its Mayday
Plus project through a unique public-private effort. The goals of
this 11 county project were:
- To help resolve institutional issues
concerning the necessary exchange of information between public
and private emergency service providers;
- To evaluate the
technical enhancements required to fully automate collision and
severity notification at an acceptable cost;
- To assess the
commercial viability of motorists' emergency call services
utilizing stateof-the-art positioning and communications
technologies; and
- To promote
national and international standards for information exchange
relating to advanced emergency call systems.
Mayday Plus integrated global positioning,
in-vehicle sensors and digital and cellular phone technology.
Location: Southeastern Minnesota (11
county area surrounding Rochester).
Current Status: The six-month
evaluation of the Mayday Plus system commenced in August 1999, the
final evaluation report was completed in March 2000.
Future Activities: Mn/DOT is seeking to
identify new opportunities to continue the development of its Mayday
system. Interest at the national level to further pursue ITS
implementation in public safety efforts has provided funding for a
national field operational test of Mayday involving the commercial
sector.
Impacts:
- Data and voice calls from the vehicle to
emergency response centers proved successful.
- Average time between initial button push
of Mayday device to receipt of the call at the emergency response
centers was 75 seconds.
- Demonstrated the technical feasibility of
a Mayday emergency response infrastructure.
- Volunteer participation in the project was
more than expected.
Operational, sets the stage for linkages
with commercial devices.
Cost Information: $3,000,000
Participating Institutions: This project
brought together numerous stakeholder agencies with Mayday interests
in the form of a public/private partnership. They were:
- Minnesota Department of Transportation
(Mn/DOT),
- Minnesota State Patrol District 2100 (MSP
2100),
- Mayo Clinic including the Mayo Emergency
Communication Center (MECC), Gold Cross Ambulance, and Emergency
Room and Trauma Center,
- Veridian Engineering,
- Midwest Wireless Communications Cellular
2000,
- Rural Metro Medical Services (Rural
Metro),
- American Automobile Association (AAA) of
Minnesota/Iowa, and
- Castle Rock Consultants (the independent
evaluator).
Throughout the project, these partner agencies
(the Core Group) met at least once a month. This project provided
considerable insight into the needs of medical response agencies and
law enforcement response agencies as they relate to Mayday.
Contact: Farideh Amiri, Project
Manager, (651) 296-8602
Other Examples: NY Automated Collision
Notification (ACN) System
Colorado Mayday Project
Puget Sound
Help ME (PuSHMe) Project (Seattle, Washington)
US 93 Mayday
System, AZ |
Benefits
- Identification of location of traveler in need of assistance.
- Communication of crash information to emergency response providers
to enable most appropriate response team and equipment.
- Reduced fatalities.
- Reduced incident impacts.
- More efficient use of emergency response resources.
Lessons Learned
- Strong partnerships were the basis of the success of the Mayday Plus
project.
- Training (initial and on-going) is key for user acceptance of the
system.
- Mayday devices need to be affordable (under $250) for users to want
a system in their vehicle.
- Accurate time stamps and time synchronization is difficult to
achieve.
- Integration of Mayday interfaces in emergency response centers with
existing systems would improve user acceptance and facilitate usage.
- The number of originally anticipated test calls for adequate
training was underestimated. More appropriated test days were required.
- The uncertainty of workload presented difficulties for dispatchers
to handle test calls.
Opportunities
The research performed thus far has only begun to address a small
number of issues that inhibits the successful deployment of a Mayday
infrastructure. Many opportunities still exist for further testing
and
evaluation. These include:
Research to document the "gaps" in cellular coverage or to work with
cellular providers to discuss plans for coverage expansion. Addressing
cellular roaming issues. The extent of this problem is not well documented
nor has there been any formal public sector interaction with cellular
providers to discuss such issues. A research project that defines the
problem and discusses possible solutions with representatives of cellular
providers (such as the Cellular Telecommunications Industry Association
CTIA) is recommended. Institutional issues related to communications with
public and private emergency response providers including: answering point
challenges and accuracy issues, and testing of emerging and developing new
Mayday standards. Public sector funded research and testing involving both
the technical and medical professions must continue to ensure that
potential for Mayday is advanced (at least in a demonstration environment)
to the level that medical and transportation professionals can make
educated recommendations to the degree of which such deployments are
justifiable. Research is needed to determine, from the medical
perspective, what improvements in patient care are considered significant.
Research is also required to encourage that current Mayday systems be as
upwardly compatible as possible.
Institutional Issues
- Protocol differences in call routing of cellular 9-1-1 calls need to
be examined at the beginning of the project.
- Successful statewide, regional, and nationwide infrastructure is
dependent on increased commercial provider involvement.
- Commercial Mayday products, while they function in a similar manner
as the system tested within the Mayday Plus project, do not provide a
direct data link to emergency dispatch centers.
- Third-party message centers currently use the National Emergency
Number Association database for forwarding emergency calls. These calls
do not receive the same amount of priority as other cellular 9-1-1
calls.
- PSAPs do not want to receive third party calls.
- The lack of knowledge of public and private sector operations has
spurred the need for increased cooperation. Issues that need
consideration include call routing to the most appropriate public safety
response agency as well as better information for appropriate points of
contact of commercial devices.
- A highly regarded issue is ensuring proper training of third party
dispatchers. The primary concern is providing adequate queries of
drivers. Following proper procedures will limit the number of false
alarms and better qualify call routing for appropriate response.
- Public agencies fear they will have to carry the burden of
inadequate response as a result of third party misinformation.
- There is fear of the invasion of privacy, for example, using Mayday
devices for vehicle tracking or monitoring.
- States are unaware of the promises made by private vendors to
customers. In all likelihood, when a system fails to perform in an
emergency and public safety is unable to respond to the scene, the
emergency service providers will take the blame. The public sector may
play a role in managing the expectations of Mayday systems.
Implementation Issues
- Implementation of Mayday infrastructure equipment may be too costly
for smaller public safety answering system.
- Lack of end-to-end, reliable, nationwide wireless communications
infrastructure particularly in rural environments.
- Some rural areas are not even equipped to answer land-line 9-1-1
calls.
- Answering point challenges and accuracy of information.
- Private sector need for standardization of message sets and call
routing procedures, and government approval of Mayday devices.
- Transferring calls between PSAPs of varying technical capabilities.
References
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3.3 ACCIDENT INVESTIGATION SYSTEMS
Needs Addressed
Efficiency in police field reporting is needed to streamline the
process of issuing citations, filing accident reports, and noting road
conditions in the
field. This frees up officers' valuable time to
address other activities.
Description
Law enforcement vehicles are equipped with laptop computers and in-car
portable printers to automate accident-related reports and traffic
citations. Field data are transmitted via radio frequency, disk or modem
directly to a central database, where the data are stored and studied.
This eliminates paperwork for the police officer filing the report. When
they get back to the station, they do not have to enter their paper notes
into a database. GPS is also integrated into the system to geo-code each
incident in the database.
Real World Examples
| Minnesota State Patrol Automated Field
Reporting (Minnesota) |
|
Goals: To increase the overall
efficiency of field reporting.
Approach: The Minnesota State Patrol is
now using a computerized system to issue citations or send/receive
data on vehicle license plates or drivers' licenses.
Location: A pilot test of the system
has taken place in the Twin Cities metro, Mankato and Virginia areas
in Minnesota. It is anticipated that the system will be used
statewide.
Current Status: The system is currently
in use. GPS capabilities are being added to the system to geo-code
incidents.
Future Activities: The Minnesota State
Patrol would like to implement this system on a statewide basis.
Impacts: Anecdotal evidence has
established that this system is very convenient for reporting
incidents, since a step of paperwork has been eliminated.
Cost Information: $8,000 to $10,000
needed to equip a police vehicle.
Participating Institutions: Minnesota
State Patrol, Minnesota Department of Transportation, Federal
Highway Administration.
Contact: Captain Craig Hendrickson,
Minnesota State Patrol (612) 215-1768
Other Examples: Wisconsin State Patrol,
City of Sun Prairie, Wisconsin
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| Automation of Paper Logs for Radio
Communications (Minnesota) |
|
Goals: To automate the recording of
information received by radio communication operators by entering it
directly into the computer.
Approach: Currently, most of the
information received by radio communication officers via radio or
telephone is handwritten on paper logs. Minnesota State Patrol (MSP)
has plans to develop computer software to enable radio communication
officers to enter information directly into a computer at the time
of the call, enhancing information access among radio operators, and
integrating data into the MSP's Wide Area Network (WAN). The
software would allow operators to attach information from the radio
log and queries to the report forms. There would also be a series of
customized reports developed for radio operators, districts, and
central office to access targeted information.
Location: The system is being tested in
the Twin Cities Metropolitan area.
Current Status: A prototype has been
developed, but plans for implementation have been put on hold as the
MSP hopes to obtain funding for a CAD 9-1-1 system for the Twin
Cities metro area which would meet the same need as this automated
logging system.
Future Activities: On hold pending
funding availability.
Impacts: System has not yet been
implemented.
Cost Information: There are some
commercially available packages that perform these functions,
varying in price. It is estimated that having a customized package
developed would cost in the region of $40,000 to $60,000. This
application is of interest as it could provide a lower
cost
alternative to a CAD 9-1-1 system.
Participating Institutions: Minnesota
State Patrol.
Contact: Captain Craig Hendrickson,
Minnesota State Patrol. (612) 215-1768 |
Benefits
- Less paperwork for the State Trooper to fill out in the car. Data is
transferred directly to a central database.
- The trooper has more time to deal with other incidents if needed.
- Data is already compiled and can be manipulated as needed for
incident statistics right in the database.
- More accurate incident data collection since notes are already
stored in the computer for ready use, and the trooper does not have to
recollect the accident to write a report on the incident.
Lessons Learned
System may be unnecessary in areas with CAD 9-1-1 already in place.
Opportunities
In-vehicle personal computers can lead to a whole host of uses:
- In passenger vehicles, these computers can be used to download
traveler information from a proprietary source or even connect to the
Internet via satellite or even FM subcarrier frequency data transfer.
Services such as On-Star from General Motors are proliferating.
- In ambulances, the computer could be used to radio the medical
conditions of the patient and the hospital can be ready for the patient
when the ambulance reaches the hospital. The computer can also be used
to pinpoint the position of the
accident using GPS. This may be used
in fire trucks as well.
- Snowplow operators could use the computer to operate an in-vehicle
guidance system using a GPS satellite tracking system. This computer can
also be used for field reporting of weather conditions. Sometimes,
sensors can be attached to the plow that automatically radio weather
conditions to the central locations.
Institutional Issues
Considerable time must be spent training staff and ensuring that all
users are comfortable with the system.
Implementation Issues
Existing law-enforcement fleets will have to be retrofitted to accept
the computer terminals in the squad cars. Other issues include installing
a
receiving station for the data when it is entered into the terminal.
If the computer is to be connected to an outside source, then the route of
the vehicle using the equipment must be within range of the
transmitter
whether radio frequency or satellite.
References
National
Model for Statewide Application of Data Collection & Management
Technology to Improve Highway Safety
Technologies in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997. |
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3.4 DISPATCHING SYSTEMS
Needs Addressed
The need to centralize and share data between many types of providers
including emergency personnel, transit providers and highway helpers.
Description
On-the-scene incident data, road condition or other data may be routed
through a single dispatch center for processing. The dispatch center acts
on the information request by dispatching the proper emergency personnel
to a traffic incident. Road and weather conditions data may also be
uploaded to a central source and disseminated via various means
from
the center.
For example, police vehicles can act as an information provider for
other emergency personnel. In-vehicle digital cameras and pen-based
notebook
computers with in-car printers are mounted in all police
vehicles for crime scene and accident data collection, input and
downloading to a central
database for immediate availability to other
vehicles responding to the scene, including emergency management
personnel. Information is sent via radio frequency to a command center and
then transmitted along fiber to the in-house dispatch system.
Real World Examples
| Dane County, Wisconsin Interagency Dispatch
and Reporting Coordination (Wisconsin) |
|
Goals: To improve the response of
emergency services in Dane County by providing incident data and
other information before other emergency vehicles, such as fire
trucks and ambulances, arrive at the scene.
Approach: Police officers transmit
incident data via in-car personal computers to a central dispatching
database which is then distributed to other emergency responders
(i.e. hospitals, fire stations, etc.) over a fiber-optic
network.
Location: Dane County, Wisconsin
Current Status: The system is fully
implemented in Dane County. Incident data are now shared throughout
the county.
Future Activities: As software
improves, more capabilities will be added to the system to enhance
the information being shared. If successful in Dane County, then a
similar system will be expanded to serve the entire State of
Wisconsin.
Impacts: The system has enhanced
response time and the preparedness of emergency crews responding to
incidents.
Cost Information: $8,000 to $10,000 are
needed to equip emergency vehicles with the laptop computers. It is
assumed that the system will operate over existing fiber optic
infrastructure between State districts. Funding was provided by the
City of Sun Prairie Wisconsin Police Department, the
Federal
Highway Administration and the National Highway Transportation
Safety Administration.
Participating Institutions: City of Sun
Prairie, WI Police Department, Federal Highway Administration,
Office of Transportation Safety, and various other emergency
response agencies.
Contact: Frank Sleeder, Chief of
Police, City of Sun Prairie. (608) 837-7336
Other Examples: Sweetwater County,
Wyoming Coordinated Rural Transit Service
|
Benefits
- Enables emergency responders to be properly prepared for an incident
scene before they get to the scene. This decreases response time and
increases preparedness of emergency crews.
- Enables State agencies, such as engineering and public safety, to
research statistics on incidents for sections of roads. These agencies
can mitigate any safety problems relating to roadway design or
maintenance.
- Transit dispatch centers will request that the closest transit
provider pick up the customer and take them to their destination. This
saves resources for all transit providers and participants form a stable
transit network that can service entire counties.
- Travelers and commuters do not have to search through separate
sources to get their road, weather and traffic information. They can
visit one source that will supply them with their weather information.
Lessons Learned
Emergency response providers in rural areas are eager to have a system
like this implemented because it helps provide efficient services in rural
areas. If their personnel are more prepared at the scene, then safety for
emergency personnel is increased and the chances of giving
adequate
medical care in the "golden hour" will increase.
Opportunities
Centralizing data at one dispatch center has other possible uses:
- Sweetwater County, Wyoming has a coordinated rural transit service
where a variety of public and private transit providers (i.e. churches,
schools, daycare centers, senior-citizen centers, etc) coordinate their
transit services through a single dispatch hub. The customer call is
routed through the dispatch center, and a transit provider will take the
customer to their destination. Local businesses may also make use of
this concept by having the providers perform deliveries.
- Statewide road, weather and tourist information may be collected at
one server and disseminated from that point via many methods such as
fax, Internet or telephony.
- Traffic Operations and Communication Centers (TOCCs) and Traffic
Management Centers (TMCs) could function as the dispatch centers by
dispatching police, fire, ambulance or highway helper crews to the scene
of an incident. At the same time the incident is pinpointed, the proper
personnel could be routed to the incident scene via the most direct and
least congested path. TOCCs and TMCs also act as hubs where all sorts of
pavement and traffic conditions data are centralized at one point and
disseminated by various means including Internet, radio, TV, fax and
telephony.
Institutional Issues
For a coordinated emergency or transit dispatch system to work, a high
level of coordination and cooperation is needed by all participants
involved. Public and private participants may have to form an official
partnership to gain cooperation between sides.
Implementation Issues
A system which meets the needs of the various service providers should
be specified, taking into account the available funding, and
commercially
available products should be assessed against these
requirements. Should no suitable products exist, then a custom-built
system should be considered, bearing in mind the available resources.
The existing services offered by those agencies that have agreed to
join forces should be inventoried and assessed to ensure that a joint
system will, at a minimum, meet existing levels of service.
References
Technology in Rural Transportation "Simple Solutions", FHWA publication
number FHWA-RD-97-108, October 1997.
Intelligent
Transportation Systems: Real World Benefits; pp. 7, 17. Available from
the FHWA. |
Click the image to see a full size version |
|
4. TOURISM AND TRAVEL INFORMATION
This Section contains descriptions of the tools that fall within the
tourism and travel information rural development track. These are:
- Broadcast traveler information;
- Traveler information using phones;
- Traveler information using faxes;
- Interactive kiosks;
- Traveler information on the internet;
- Dynamic message signs;
- Traveler Information Services via personal communications devices;
- Traffic cable TV channel;
- Integrated traveler information systems; and
- Smart call box.
|
|
|
4.1 TRAVELER INFORMATION USING PHONES
Needs Addressed
Providing weather and road condition information to travelers pre-trip
to assist them in making travel decisions in a cost-effective manner.
Description
This service is useful to pre-trip travelers who, by using the
telephone menus, may judge the current conditions of the roadways and the
other transportation modes. The service is flexible in that it allows for
the provision of different levels of detail, and geographical and modal
separation, under the menu structure. This service is also flexible in
that cellular telephone users may access this information en route. A
drawback is the problem of raising travelers' awareness of the service to
the level where they will use it frequently. For a service that is
provided in conjunction with other activities, such as on TV or on
roadway-based signing, the traveler does not have to make a conscious
decision to initiate the service: whereas for this type of service, the
user's actions are required.
Required for the system is an easy-to-remember toll-free number that
will either connect to an operator or, more inexpensively, play
pre-recorded traveler information messages. The messages need to be
updated regularly by staff members and should include the date and time of
the message.
For commercial vehicle operators and travelers making long multi-state
journeys, telephone dial-in systems allow users to access information for
not only the current state, but also future states along the route. This
is important in the planning for route diversions and "go / no-go"
decisions.
Initiatives in this area have been advanced by USDOT's
commitment to the establishment of a single number (5-1-1) that will be
available
nationwide.
Real World Examples
| Wisconsin 1-800-ROADWIS (Wisconsin) |
|
Goals: To increase traveler safety in
inclement weather by providing information to deter or postpone
trips. Construction information is provided to decrease congestion
in construction zones, and provide information ahead of time so
travelers can plan to take alternate routes.
Approach: The Wisconsin Road Conditions
800-number is a telephony-based traveler information system that can
be accessed at 1-800-ROAD-WIS (762-3947). This system currently
provides:
- Seasonal construction information on
interstate and state trunk highways. The system provides a voice
recording of road closures and restricted lane widths or weight
restrictions on specified sections of highways. An advisory board
takes a compilation of all construction projects around the state
and highlights 12-14 construction projects that are on main trunk
highways.
- Winter road conditions on interstate and
U.S. highways. The system provides a voice recording of driving
conditions on specified sections of highway. The information is
updated at least three times per day during the winter season
using county sheriff reports and state patrol
observations.
The system consists of two AEC (Automated
Electronics Corporation) Messenger 612 automated answering systems
with 24 phone lines per unit. The system plays the recording once
and disconnects. During the winter season, the Road Report system
averages approximately 55,000 calls/month. The Wisconsin State
Patrol is primarily responsible for manually processing a majority
of the data for the Road Report system.
Location: Interstate and US highways
across Wisconsin.
Current Status: Construction data are
provided during the summertime. All construction for state and
interstate highways are provided for the season. Wintertime data is
updated 3 times per day.
Future Activities: No future activities
are currently planned.
Impacts: The program is considered a
success.
Cost Information: System setup costs
will vary according to complexity, however on a per-call basis, each
minute costs the DOT $.05-$.07. A voice recognition system that
allows the caller to verbally make selections may be implemented for
$20,000.
Participating Institutions: Wisconsin
DOT
Contact: Tyrone Paulson, (608) 846-8500
Other Examples: Washington DOT Mountain
Pass Report |
Benefits
- Improved weather information for operations such as snow removal,
anti-icing activities, and paving operations.
- Centralized repository and distribution point for weather
information.
- Platform independent system provides greater access to information.
- Real-time access to weather information pre-trip and en-route.
- Improved local weather information for towns and cities.
- Consistent resource for statewide information.
Lessons Learned
System may be overrun during peak travel times, leading to user
dissatisfaction.
Money for highway signs advertising the 511 number should be included
in project budget.
Opportunities
If funding is an issue, it may be beneficial for agencies to consider
asking a private company to sponsor the traveler information line in
exchange for including the company's name in the messages. An Internet
data entry tool can be developed that enables a Web site to dynamically
display current
road forecasts and conditions. RealAudio can be used to
play the advisory messages over the Internet.
Institutional Issues
Staff time is required for the composition and recording of messages,
which must be updated several times a day. In some cases, road conditions
may be provided by multiple agencies, such as the State Patrol and DOT
Maintenance, in which case some coordination will be necessary.
Implementation Issues
Dial-up phone systems are easily implemented, however a challenge may
lie in making the public aware of the system's availability.
Reference
Inventory
of Traveler Information Services and Commercial Opportunities in the I-95
Corridor, pp 2-45. Available from FHWA. |
Click the image to see a full size version |
|
4.2 TRAVELER INFORMATION USING FAXES
Needs Addressed
Provides weather and road condition information to a wide range of
users to assist in making travel decisions in a cost-effective manner.
Faxes concerning weather, road conditions and road closures sent to key
users (such as commercial vehicle dispatchers, taxi dispatchers, or
delivery services) can be broadcast to a large number of fleet vehicle
operators. Also, faxes may be sent to major employment hubs (such as large
office buildings, or factories) to be posted in central locations (e.g.
where employees sign in/out, or enter/exit the building.)
Description
Increasingly detailed and up-to-the-minute information is becoming
available concerning road and weather conditions. This simple solution
provides a means of providing this information to a wide audience at a low
cost. With access to a fax machine, road and weather condition information
together with other types of traveler information can be received from a
central agency. Information can be faxed either on demand, according to a
predefined schedule, or on a flexible basis to alert users to changes in
conditions. Information may be specific to the needs of the user or may be
more general in nature.
Other means of disseminating general traveler information or specific
road/weather condition information on a low-cost basis using widely
available equipment could include:
- E-mail could be used to disseminate information to anyone with
access to an e-mail account. Email could also allow for transfer of data
files, pictures, written text or audio;
- Voice messages could be recorded and sent out over commercial voice
messaging systems;
- Voice messages could also be recorded on an agency's voice mail
announcement allowing end users of the system to call up and listen to
the announcement; and
- Internet information services.
Real World Examples
| Colorado Traveler Information via Fax Machine
(Colorado) |
|
Goals: To provide weather and road
condition information to a wide range of users in a cost-effective
manner.
Approach: Current weather and road
condition information and short-term forecasts are faxed to a list
of approximately 200 user agencies, including freight haulage
companies, ports of entry, visitor centers, ski areas, radio
stations and television networks. The information, which is around
two pages in length, is usually faxed out by a service once a day in
the summer months and approximately four or five times a day during
the winter. In addition to these regular bulletins, supplementary
faxes are also sent to warn of unusual or particularly severe
conditions, such as avalanches, the opening and closing of passes,
or to advise travelers to put on or remove snow-chains. The
information is collated using a variety of sources including
Colorado DOT's 88 weather stations installed around the State, a
NOAA terminal situated at the Traffic Operations Center, the
Colorado State Patrol, and verbal reports from ports of entry
personnel.
Location: Agencies throughout the State
of Colorado receive the information. In addition, agencies along the
I-70 and I-80 corridors into Wyoming and Utah are also provided with
the information.
Current Status: This project is
currently operational.
Future Activities: CDOT plans to work
with the telecommunications service provider to customize the system
to better meet their needs. Additional features CDOT requires are as
follows:
- More detailed transmission reports
providing details of failed transmissions in a more timely manner
so faxes can be sent to these recipients manually by CDOT.
- More flexibility to stop the fax run
partway through if new information is received.
- One rather than two retries if a fax
number cannot be reached at first in order to speed up the overall
process.
Impacts: The current system has been in
operation since the beginning of December 1996. So far, the system
has proved to be a vast improvement over the previous method due to
the increased speed with which information is transmitted to the
users. In addition, TOC staff time can be better utilized, now that
CDOT personnel do not fax the information themselves. No staff
positions have been lost as a result of the fax automation.
Cost Information: IdealDial charged
CDOT $250 for the set-up fee. However, the customary fee for setting
up such a service depends on the number of fax recipients, and is
usually around $1,000. As CDOT uses IdealDial for other services a
discount was applicable. In addition to the set-up fee, CDOT pays a
per minute usage fee for fax transmission. The costs for
transmission also vary by volume of transmissions and would decrease
significantly for greater quantities of information.
Participating Institutions: The system
is operated by the Colorado Department of Transportation Traffic
Operations Center. The fax services are provided by Expedite through
the IdealDial service provider.
Contact: Michele Kayen, Colorado DOT
Traffic Operation Center.
(303) 512-5802.
Other Examples: Branson TRIP,
Missouri
Duluth / St. Cloud TOCC,
Minnesota |
Benefits
- Travelers are better informed about conditions on the roadways
before embarking on trips, without requesting information;
- Fleet operators are more informed about the road conditions and can
plan dispatching accordingly;
- Agencies can provide services at a low-cost;
- Improved safety and efficiency on the roadways;
- Greater client confidence in adherence to delivery schedules;
- Improved public perceptions of value provided by public agencies.
Lessons Learned
The information used to be sent out from the Traffic Operations Center
itself, using a series of six fax machines using pre-programmed broadcast
lists. Given the number of recipients and the frequency of faxes,
especially in winter, this system was very laborintensive. Recently, CDOT
contracted with a consultant and telecommunications company to provide fax
services. The information is faxed from a CDOT PC to the service provider,
from where information is broadcast virtually simultaneously to all
recipients. Users receive the information in between three and nine
minutes from the time of receipt at the service provider depending on the
number of "retries" that are necessary to connect with their fax
machines.
Opportunities
Although requiring some software modifications, other potential uses
for this technology could include:
- On-demand directions to and from specific locations;
- Traffic and road condition reports tailored to a specific route,
either for a regular commute or for a less frequent trip, such as a
vacation or traveling to relatives for holidays; and
- Software such as WinFax can be used to send a fax to a preprogrammed
set of phone numbers without manually dialing each one.
Institutional Issues
Interested agencies must define the geographic area for which
information will be provided, for example, a city, corridor, county, or
statewide. Agencies must decide what types information will be included in
the fax. It also may be appropriate to determine what information services
are already being offered by other agencies, including private sector
organizations, so as to avoid providing redundant information, or
providing a service where none is needed. Agencies should also determine
whether they plan to charge users for the faxes, and whether this would be
on a flat subscription fee basis or whether charges would vary according
to the actual amount of information and number of times faxes are
received.
Implementation Issues
Agencies should perform some research into the potential numbers of
users interested in receiving the faxes, given the area of coverage, the
types of information available, and the fees for receiving information, if
applicable.
When considering implementation the system, agencies should consider
the cost implications of future demand by additional users. If the service
is currently provided for free, the agency may, at some point, need to
start charging new subscribers to receive the faxes.
References
Technology in Rural Transportation Simple
Solutions, FHWA publication number FHWA-RD-97-108, October
1997.
Inventory
of Traveler Information Services and Commercial Opportunities in the I-95
Corridor, pp 2-39. Available from FHWA. |
Click the image to see a full size version |
|
4.3 INTERACTIVE KIOSKS
Needs Addressed
Kiosks enable travelers to access a variety of information typically
including:
- Special event and parking;
- Tourist (i.e., hotel accommodations, restaurants, recreational
activities, local event calendars);
- Road (directions, closures, detours, snow plow routes) and weather
conditions (snow and ice removal);
- Transit schedules; and
- Corridor-wide information, including the international border with
Canada.
Description
Interactive kiosks provide users with real-time information via simple
text and graphical interfaces. Kiosks can use commercial Internet
technology and web pages to display real-time information; alternatively,
they can use displays and communication systems proprietary to the
agency.
Kiosks are traditionally located at tourist areas, rest stops or
activity centers in rural areas. Interactive kiosks can allow business
employers, transit riders and other users to access any road construction
and weather information currently available on State DOT web pages.
Interactive kiosks provide a cost effective, short-term ITS deployment.
The interactive kiosk network system is scalable in that units can be
added or subtracted from the system without disruption. Currently, kiosk
networks have been deployed in several areas.
A kiosk may access traveler information for an entire region, as well
as local advertising and information of local interest. Travelers may also
have the ability to print maps and coupons. Information feeds to a kiosk
may include links to the National Weather Service, Road/Weather
Information Systems (RWIS) and a statewide database of construction work
zones, closures, and detours.
Selecting the correct sites for kiosk placement can be critical to
successful deployment. Optimal locations have a significant amount of
walkthrough traffic such as rest stops, visitor centers, and tourist
attractions. Live on-screen maps can show other kiosk sites so the
traveler knows where the information is available throughout the
State.
Real World Examples
|
Minnesota Rural Kiosks in Duluth and St. Cloud
(Minnesota) |
|
Goals: To allow travelers to access
real-time weather and road condition information at a stopping point
along a trip.
Approach: Internet based kiosks were
installed that allow free access to DOT pages offering traveler
information. Kiosk users wishing to check email and surf the
Internet for pleasure, pay a fee. The fees collected subsidizes the
machine and pays the communication and ISP charges.
Location: Duluth shopping mall, St.
Cloud hotel
Current Status: Roughly 3-4 months was
spent identifying hosts willing to locate kiosks at their business.
Installation of the machine takes less than a day.
Future Activities: Add additional
kiosks if supported by the revenues
Impacts: Kiosks reach a limited number
of travelers, but are very visible to travelers and perceived as
very useful when needed.
Cost Information: Kiosk hardware is
roughly $5,500. Monthly connection/phone costs are $50. Anticipated
CPU replacement after 3 years is $800. Monthly revenues range from
$75 - $150/month seasonally.
Participating Institutions: Castle Rock
Consultants is the private partner, operating each kiosk.
Contact: Tom Peters, Mn/DOT (651)
296-3062
Other Examples: Montana tourism
kiosks
Branson Interactive kiosks |
Benefits
- Free, easy access to information at any time of the day, week or
year.
- Stimulates local economies, bringing tourist revenue into a city or
region, and promoting local businesses to residents
- Cost effective supplement to existing tourism information services
- Available method to disseminate collected information
- Sites often have links to neighboring cities / regions providing
easy access to a wide range of information sources
- Traffic/congestion management when travelers re-route around work
zones.
- Increased work zone safety due to less congestion.
- Promotes local transit, traveler services, and parking facilities.
Lessons Learned
Several host sites were identified to house kiosks. Each of these
potential hosts were approached with an opportunity to host the kiosks
with no cost to the host, and opportunities for joint marketing of the
project. Host sites were typically skeptical of the prospects of hosting
kiosks, primarily due to unfamiliarity with such devices. Therefore, one
key lesson is to not underestimate the time and costs of locating willing
hosts.
Opportunities
Various options exist for increasing the sophistication of services
offered via the Internet, including:
- Traveler/tourist information tailored to a specific route, such as a
planned or potential vacation route. Users could enter an origin and
destination within a state or region and be offered a variety of
attractions and activities, accommodations, and restaurant options
within a specified distance of their main route. Again, by diversifying
the kiosk locations in both public (i.e., DOT Regions, visitor centers,
airports) and private (hotels, large corporations) sites will attract
all types of users to the public information.
- Traveler/tourist information tailored to the needs of specific
travelers, such as their budget, whether they are looking for a
children-oriented vacation, or any special interests or mobility needs
they may have.
- Reservation facilities could be offered to travelers enabling them
to remotely book and pay for accommodations, special events, excursions,
restaurants, for example. On-line booking capabilities will broaden the
audience the kiosk will serve to include persons needing to make hotel
reservations, and transit/paratransit ride reservations.
Institutional Issues
The deployment of an interactive kiosk network requires operations and
maintenance for upkeep at on-site locations (i.e., collecting cash in
machines, cleaning, equipment tune-ups). Appropriate agreement must be in
place to support public-private partnerships if they are to be used.
Implementation Issues
Depending upon the vendor, most kiosks are off-the-shelf and easily
deployed. In rural areas, the quality and speed of local ISPs may be an
issue.
References
Report
on Observations of Tourists using Kiosks, available from FHWA
Electronic Document Library
ITS Field
Operational Test Summary: Atlanta ATIS-KIOSK Project, available from
FHWA Electronic Document Library |
Click the image to see a full size version |
|
4.4 TRAVELER INFORMATION ON THE INTERNET
Needs Addressed
Disseminate traveler and traffic information that can be accessed by
the greatest number of individuals and provide timely and accurate traffic
and tourist information.
Description
More and more agencies are providing some form of traveler or tourist
information on Internet web sites. These agencies include states, cities,
counties, Chambers of Commerce, and private organizations, for example,
associations of innkeepers. Not only is this type of service relatively
inexpensive to provide and maintain from the agency perspective, it is
also available at very low cost to the end user, assuming they have access
to a PC, modem, and the necessary software. Information provided varies
widely and can range from general information concerning a state or
region, to detailed information such as specific accommodations,
restaurants and parking facilities.
Real World Examples
| Oregon DOT Statewide TripCheck System
(Oregon) |
|
Goals: To disseminate statewide
information on the Internet to assist travelers in reaching their
destination.
Approach: The Oregon TripCheck System
allows ODOT offices across the state to easily enter conditions such
as road closures, vehicle restrictions (i.e., width or weight),
construction, or other closures. The TripCheck system then
disseminates information to travelers by displaying clickable icons
on a map for display.
Location: Statewide
Current Status: Currently operational,
enhancements and expansions expected in 2001.
Future Activities: Through
relationships with other agencies, additional information is being
considered for implementation to support travelers.
Impacts: Oregon DOT tracks the number
of user sessions. The number of user sessions during peak months
(i.e., January) has reached 350,000 user sessions per month. During
non-peak months, user sessions range from 100-200,000 per month.
Cost Information: Annual operating
budget of approximately $117,000. This does not include the costs of
staff that enter condition reports around the State. Also, this cost
does not include maintenance of in-field cameras and sensors. These
costs are absorbed into the budget as part of ODOT's Traffic
Management System.
Participating Institutions: Oregon
Department of Transportation
Contact: Galen McGill (503) 986 -
4486
Other Examples: Minnesota Statewide
Traveler Information |
Benefits
- Inexpensive, easy access to information.
- Stimulates local economies, bringing tourist revenue into a city or
region, and promoting local businesses to residents.
- Cost effective supplement to existing tourism and information
dissemination services.
- Sites often have links to neighboring cities/regions providing easy
access to a wide range ofinformation sources.
- Promotes local transit, traveler services, and parking facilities.
Lessons Learned
Systems such as this result in many feedback email messages sent from
end users to the site providers. The emails contain both positive and
negative feedback. ODOT plans for staff time to respond to the comments of
travelers.
Opportunities
Various options exist for increasing the sophistication of services
offered via the Internet, including:
- Kiosks that provide access to an agency's traveler information web
site may be installed either at rest areas or other locations within the
area of interest, or at other regions' tourism offices, including
neighboring states. The kiosks could also be provided at travel
agencies, airports, car rental locations, and transit hubs.
- Traveler/tourist information tailored to a specific route, such as a
planned or potential vacation route. Users could enter an origin and
destination within a state or region and be offered a variety of
attractions and activities, accommodations, and restaurant options
within a specified distance of their main route.
- Traveler/tourist information tailored to the needs of specific
travelers, such as their budget, whether they are looking for a
children-oriented vacation, or any special interests or mobility needs
they may have.
- Outside links may be provided to reservation facilities, enabling
travelers to remotely book and pay for such services as accommodations,
special events, excursions, and restaurants.
Additional information types could also be provided, if the information
is readily available at reasonable cost and if any required inter-agency
agreements can be reached, to offer the following information:
- Forecast road and weather condition information.
- Information on construction and maintenance activities likely to
affect travelers on their specified route.
- Real-time weather and delay information.
Institutional Issues
When deciding to provide an Internet information service, the agency
should be sure not to underestimate the effort required to maintain the
service and keep all information current. If the site is not maintained
adequately, the service and the agency could lose credibility with users.
Public-private partnerships may be considered to help minimize the public
sector maintenance costs.
Implementation Issues
No significant issues were identified. It has been concluded that
Internet dissemination is a good mechanism for extending the benefits of
cameras and sensors.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
National
Road Closure and Information
TripCheck
TripUSA.com |
Click the image to see a full size version |
|
4.5 DYNAMIC MESSAGE SIGNS
Needs Addressed
Dynamic Message Signs (DMS) are useful for advising travelers en-route
of upcoming or existing events on the roadway. The intent is to increase
safety and prepare travelers for road conditions ahead, or notify
travelers that certain events will be happening in the near future.
Description
DMS provide text messages via a large lighted display, which can be
varied in width and height. The text the signs display can be programmed
from a remote location using a wireless transmitter or phone line and
modem. DMS can have either a permanent or portable installation. Either
way, DMS are useful in disseminating traveler information.
Metropolitan traffic management centers prefer a strategically placed
permanent installation. Usually, the DMS are mounted as overhead signs or
on overpasses and are hard-wired with a power supply and telephone line.
These are used more for incident management, since traffic conditions can
change by the minute. A permanent installation can also be used as part of
some type of warning system, such as fog, avalanche or ice detection
systems.
DMS can be used to inform travelers of other spot hazardous conditions,
such as construction or other events that may cause traffic congestion or
an area that extra caution needs to be taken when traveling.
Portable DMS offer special advantages. They are lower in cost (in terms
of installation costs and the fact that a supporting structure is not
necessary) and may be shared between agencies. Due to their mobile nature,
they may be moved around to various locations as the need arises. They
have the capability of being multi-purpose, for example they may post
weather, event or incident information.
Real World Examples
| Dane County Dynamic Message Sign Deployment
(Wisconsin) |
|
Goals: To notify the traveling public
of upcoming construction or maintenance.
Approach: A dynamic message sign is
deployed a few weeks prior to construction or road maintenance to
notify roadway users to take an alternative route, for example. Or,
if construction is in progress, it may advise motorists of lane
restrictions.
Location: Dane County, Wisconsin. Any
location where traffic will be impacted, including construction and
maintenance sites, special events, and emergencies.
Current Status: As of January 2001,
Dane County has four portable Dynamic Message Signs.
Future Activities: The DMS are useful.
Anecdotal feedback has been positive and use of the DMS will
continue. The county would like to add more signs for a few
permanent and semi permanent locations.
Impacts: Travelers respond well to the
advance notification of construction and maintenance activities.
Phone calls from angry or distressed citizens regarding traffic
delays have stopped. County officials appreciate having another form
of communication available in times of crisis and/or emergency.
Cost Information: Each DMS costs
$25,000. Dane county is currently funding them through Capital
Improvement funds and Federal grants.
Participating Institutions: Dane
County; FHWA
Contact: John Norwell, Dane County. (608)
266-4011
Other Examples: DMS can be found in use
on a nation-wide basis. Minnesota uses them extensively for upcoming
urban construction projects. |
| Colorado Incident Management Using Dynamic
Message Signs (Colorado) |
|
Goals: To enable corridor incident
management using dynamic message signs.
Approach: The Colorado Department of
Transportation is installing 23 DMS on an interstate corridor. The
signs are controlled from a central hub, with an on-screen
visualization of the network being available to the operator. This
corridor experiences heavy seasonal traffic and the objective is to
place signs at interchanges where alternate routes can be taken to
enable travelers to bypass congested areas and any incidents that
occur.
Location: The signs are located on the
I-70 corridor between Utah and Vail Pass, Colorado.
Current Status: The signs have been
installed and are in use.
Future Activities: The DOT is looking
to link the signs to a central location using a planned fiber optic
network.
Impacts: No results are available at
this time, but from previous experiments with dynamic message signs,
it is shown that they can mitigate traffic flow during
incidents.
Cost Information: Mobile DMS units cost
$25,000 each plus cellular telephone connection. Permanent
installations cost $18,000 to $20,000, depending on the availability
of communications infrastructure. DMS may also be rented or leased.
There are also installation and integration costs, which may be
thousands of dollars depending on the expense of the fiber optic
network they plan to install for these signs.
Participating Institutions: Colorado
Department of Transportation
Contact: Jim Nall,
Colorado DOT. (970) 248-7213
Other Examples: Many cities with
traffic management centers use DMS in their incident management
plans. |
Benefits
- When there is construction in progress, travelers feel safer when
they know what is ahead of them. The DMS may also post a detour, so
travelers may feel more inclined to avoid the construction if they see
the DMS. The use of detours will help to reduce traffic backups near the
construction zone.
- Portable DMS may be placed in an area with a notice that
construction is set to begin on a certain date. This advance notice
allows commuters time to plan a different route to work.
- Safety of workers in construction zones is improved because
travelers are warned ahead of time of conditions downstream and are less
apprehensive about driving in the construction zone.
- The blinking sign acts as a beacon, catching the attention of the
drivers and gets them to make lane changes and detours as soon as
possible.
Lessons Learned
- DMS are more effective than regular construction signs for capturing
the attention of travelers.
- Travelers not only want to know that there is construction, but what
kind of construction it is and why the construction zone is there.
- DMS may be used for multiple purposes, including weather warnings
and incident reporting.
Opportunities
DMS may be used to:
- Warn of spot hazardous conditions such as rough roads during spring
thaw or traffic backups approaching a construction site or accident
scene.
- Assist with traffic management during events that attract a large
amount of people.
Institutional Issues
For permanent DMS, the DOT will be the primary user, however for
temporary DMS, users may include highway patrol and construction
contractors. DMS requires minimal staffing. However, agencies will need to
delegate responsibility in terms of who is responsible for the messages
that appear on the signs, and in the case of portable DMS, who is
responsible for tracking the signs' location. Instutional issues
associated with DMS messages are few as long as the portable DMS do not
create a diversion to drivers and the messages conveyed are correct and
concise.
Implementation Issues
DMS is a simple and widely used technology that is easy to install and
use.
References
New
York State ITS Toolbox for Rural and Small Urban Areas
Technology in Rural Transportation "Simple
Solutions", FHWA publication number FHWA-RD-97-108, October
1997.
ITS
Standards Web site, DMS Application Area
FHWA MUTCD Web
site
Roadway
Flash Flooding Warning Devices Feasibility Study, available from FHWA
Electronic Document Library. |
Click the image to see a full size version |
|
4.6 BROADCAST TRAVELER INFORMATION
Needs Addressed
Stakeholders want a simple, easily accessible mechanism through which
traveler information can be disseminated. Such a mechanism should
offer
the flexibility to disseminate information over a more localized area or
over a much wider area (for example, regionally or statewide).
Commercial vehicles are one example of a specific user group that
benefits from broadcast traveler information. Typically, for commercial
vehicles to benefit, they must receive frequent updates on road conditions
over large areas to schedule departure times or plan for route
diversions.
Highway Advisory Radio (HAR) is one broadcast traveler information
solution. Information typically disseminated via HAR includes:
- Special events and parking;
- Road closures and detours;
- Inclement weather conditions;
- Alternative routes in known congested areas; and
- Trail information.
Description
HAR systems have been used by many DOTs throughout the US and have
provided valuable information to system users. The primary advantage of
HAR is that it reaches travelers using a device they already have in their
vehicle: the radio. Most HAR stations broadcast at 10 watts or less,
meaning their effective range is no more than a few miles. HAR can be
broadcast on both AM and FM frequencies.
Many HAR systems broadcast recorded information on traffic
conditions
and tourist-related activities to users in a limited
geographical area; new recordings are made when conditions change
sufficiently. Some systems provide the capability to remotely switch
between alternative messages.
Historically, these systems have been best deployed to meet the needs
of
travelers in tourist or work-zone areas where the information to be
provided is reasonably predictable and as a result, significant effort is
not required to update the system.
Information signs to indicate to the travelers that the service is
operational are commonly used. As with dynamic message signs, travelers
can become desensitized to the medium if information is not kept
up-to-date or incorrect information is broadcast.
HAR systems can be deployed quickly to provide work-zone and
tourist-related information for example. In the longer-term, enhancements
to traditional HAR systems open up opportunities such as linking
successive HAR broadcast towers in order to deliver a continuous message
to travelers as they move between HAR coverage areas.
Real World Examples
| Florida Traveler Information Network
(Florida) |
|
Goals: Provide emergency alerts and
traveler information to Florida travelers through a cost effective
public/private partnership.
Approach: TIRN Broadcasting has
contracted with Florida DOT to provide traveler information to
Florida travelers in exchange for right-of-way access to erect large
signs that say "Traveler Information Radio" and the particular radio
frequency of the affiliate in the area. Under the partnership,
Florida DOT gets one minute for every ten-minute segment to report
traffic incidents, lane closures, work-zones, etc. During natural
disasters and emergencies, Florida
DOT has the authority to take
over TIRN Broadcasting to disseminate emergency traveler
information. TIRN Broadcasting is allowed to erect a total of 4,600
signs along Florida highways and sell four minutes of each
ten-minute segment as commercials. The broadcasting will be similar
to popular news formats where information is given at predetermined
times - traffic information at quarter-past, tourist information at
half-past. Also, for each ten-minute block, four minutes will be
local information and six minutes will be statewide information.
TIRN Broadcasting will recoup their costs through selling airtime
for advertising.
Location: All limited access highways
in the State of Florida.
Current Status: A total of 18
commercial radio stations will blanket the Stateof Florida. As of
January 2001, one station is operational in Orlando and Brevard
Counties. Currently, 161 of the 2,200 signs have been installed.
Five more stations are scheduled to begin broadcasting in the next
six months. The remaining 12 will be operational by January
2002.
Future Activities: TIRN is upgrading
its website, www.tirn.com, to provide out of state travelers with
audio broadcast and incident information. Currently Florida has no
centralized system to gather or disseminate incident information.
TIRN will implement free * cell numbers for the public to call and
report traffic situations. This information will be made available
on both the
audio broadcast and the website.
Impacts: Feedback from phone calls has
been positive; they have also provided helpful suggestions. Official
surveys of public opinion will be done later in the project, as more
stations come online.
Cost Information: Florida TIRN will be
paid for entirely through private-sector funds. Commercial spots
will cost $25 for 30 seconds and $45 for 60 seconds. Florida DOT
does not control the cost of commercial spots. The program is
currently breaking even. With statewide coverage, income from
commercials is expected to increase, as larger chains and franchises
are
approached.
Participating Institutions: Florida
DOT, TIRN Broadcasting
Contact: Dick Kane, Florida DOT
(850) 414-4590; Joe Gettys, TIRN Broadcasting (407) 481-0551
Other Examples: Herald: An undertaking
of the ENTERPRISE consortium, Herald successfully tested the utility
of employing a sub-carrier on an AM broadcast station to provide
traveler information in rural areas. |
Benefits
- Easy access to statewide traveler information;
- Provide reliable traveler information to the most number of people
with minimal cost; and
- Favorable public perception of DOT
Lessons Learned
Partnering with local media and local Chambers of Commerce can be a
cost-effective means for DOTs to disseminate traveler information, as well
as a positive example of public-private partnership.
Opportunities
HAR offers the opportunity to disseminate non-transportation
information such as promotion of community events, attractions and
seasonal events.
Institutional Issues
More information relating to typical HAR institutional issues can be
found in the Herald
project Web site.
Implementation Issues
HAR is a relatively simple technology to deploy in a cost-effective
manner. HAR is easy to maintain and has few, if any, implementation
issues. However, to ensure the usefulness of HAR, the information
disseminated must be timely and accurate. The use of HAR requires prior
Federal Communications Commission approval, however, vendors will
typically assist DOTs in this process.
References
NYSDOT
ITS Toolbox for Rural and Small Urban Areas
Montana Department of Transportation, Draft
ITS Strategic Plan, July 2, 1998. Call Montana DOT at (800)
714-7296 for availability
ITS
Online Article, "HAR of Steroids", July 22, 1998
ENTERPRISE
program |
Click the image to see a full size version |
|
4.7 TRAVELER INFORMATION SERVICES VIA PERSONAL
COMMUNICATION DEVICES
Needs Addressed
Disseminate timely and accurate traffic and traveler information.
Description
Personal communication devices (PCDs) are small, portable, wireless
devices for sending and/or receiving information. PCDs usually consist of
a handheld computer device such as an organizer or palm top computer
combined with some form of wireless communications. PCDs have varying
degrees of processing capabilities depending on the design and the model.
PCDs have been used for a number of functions, including: navigation,
pre-trip information, traveler advisories, and emergency services. Pagers
and cellular phones are the best examples, and the most widely used PCDs.
Other handheld devices include AT&T's EO, Palm, Hewlett Packard has
several, and Motorola and GTE both have personal digital
communicators.
Real World Examples
| Houston's TranStar Smart Commuter
(Texas) |
|
Goals: The overall goal of the field
operational test is to determine if commuters will modify their
travel mode and plans when they have easy access to transit and
real-time traffic condition information.
Approach: Fastline provided PCD-based
software as one means of disseminating information to the commuters
on the I-45 North corridor. TranStar's field operational test
installed and operated a Commuter Information Delivery System (CIDS)
at the TranStar facility. The CIDS will receive real-time traffic
information from the TranStar Integrated Transportation Management
System and format it for distribution to the travelers. The
information distribution to the handheld computer will be provided
through a wireless FM subcarrier broadcast channel. The participants
will be provided a Sony Magic Link Personal Intelligent Communicator
to receive and display the transit and real-time traffic
information. Fastline created the client application software for
the handheld communicator with integration to the FM subcarrier
receiver. Access to the dynamic traffic information and connection
through the integrated landline is provided for two-way
communication between the PCD and the remote CIDS server for updated
transit information and user survey feedback.
Location: This project focused on the
Houston I-45 North corridor with an emphasis on commuters residing
in the outlying corridor areas who regularly travel to their
workplace in downtown Houston.
Current Status: The operational test
has been completed.
Future Activities: Initially, it was
anticipated that the Smart Commuter project would include a second
component. Testing real-time ride matching in the I-10 West (Katy)
Freeway and using pagers to provide traffic information to a small
group of commuters were both considered. Although it was decided not
to move forward with a second phase, the study provided the TxDOT
with several other ideas for future studies.
Impacts: The project successfully
developed and tested the provisions of real-time traffic and static
transit information through a hand-held device and a telephone
system. The core results of the study (that travelers will seek out
traffic conditions information on a regular basis and will modify
their travel patterns as a result) will help Tx/DOT determine future
traveler information programs.
Cost Information: The project was
federally funded, however the exact amount was not available.
Participating Institutions: The Field
Operational Test is sponsored by the coordinated and cooperative
effort of TxDOT, METRO, the City of Houston, Harris County, and
others. Funding is provided by TxDOT, METRO, FHWA and FTA. Local
evaluation was performed by the Texas Transportation Institute.
Contact: Katherine Turnbull,
k-turnbull@tamu.edu; Texas Transportation
Institute |
Benefits
- Better informed decision-making by travelers;
- Potential to avoid incidents and congestion; therefore reducing
emissions, reducing the possibility for secondary collisions, reducing
delay, etc.;
- Increased safety when used as a navigational aid and/or
communication device.
- Increased emergency response and shorter emergency response time due
to automated location notification.
- Potential for appropriate emergency responses.
Opportunities
PCDs can be combined with any number of ITS technologies to expand
their usefulness. As a standalone technology they can contain traditional
pre-trip navigation information and information that is commonly referred
to as "yellow-pages" information.
Institutional Issues
When developing an integrated traffic and traveler information
dissemination system, the potential of public/private partnerships should
be examined. Issues will include ownership of data (collected and
disseminated).
Implementation Issues
Availability of timely and accur |
