Intelligent Transportation Systems for the
Rural Highway System
of South Carolina
Clarence W. Hill
and Terence K. Thomas
Report
Number R-02-ITS-ABSS-01 DISCLAIMER The
contents of this report reflect the views of the authors, who are responsible
for the facts and the accuracy of the information presented herein. This document is disseminated under the
sponsorship of the Department of Transportation, University Transportation
Centers Program, in the interest of information exchange. The U. S. Government assumes no liability for
the contents or use thereof. ABSS, Inc. Benjamin H.
Burgis III Phone 803
787-5666 4 Monckton
Boulevard Fax 803
787-4008 Suite 200 Forest Acres,
SC 29206 Rural ITS
Requirements Document 1.1 Intelligent Transportation Systems
(ITS) 1.1.1 National ITS Architecture 1.2 Current State of ITS in South
Carolina 1.2.1 Advanced Traffic Management / Incident Management 1.2.2 Commercial Vehicle Operations (CVO) 1.2.3 Electronic Toll Collection 3.4 Assumptions and Dependencies 4.1.1.2
Response Vehicle Location 4.1.2 En-route Services Information 4.1.2.2
Emergency Centers/Medical 4.1.2.3
Shelters/Red Cross (Weather) 4.1.2.5
Trauma Systems Development Plan. 4.1.3.1
Crash Information (Data, Voice) 4.1.3.2
Emergency Notification/Response. 4.1.4 System operational effectiveness 4.1.4.1
Inter-Agency Coordination (Emergency Services) 4.2.1.3
Roadway Traffic Conditions 4.2.1.4
Multimodal Route Information/Guidance 4.2.1.5
Service Facility Availability 4.2.2 En-Route Services Information 4.2.2.2
Emergency Centers/Medical 4.2.2.3
Shelters/Red Cross (Weather) 4.2.3.1
Crash/Incident Information (Data, Voice) 4.2.4.2
Public Transportation Routes/Services 4.2.4.3
Bus/Taxi Vehicle Location/Status 4.2.5.3
Electronic/Multiple-Use Payment Device 4.3.1.1
Pre-trip and En-Route Directions 4.3.1.2
Roadway Traffic Conditions 4.3.1.4
Multimodal Route Information/Guidance 4.3.1.6
Emergency Evacuation Routes 4.3.1.7
Construction Information 4.3.2.1
Road Surface-Dynamic Warning/VSL 4.3.2.8
Road Closure Management 4.3.2.13
Inter-Agency Coordination (O&M) 4.3.2.14
Inter-Agency Coordination (Alternate Routes) 4.3.2.16
Remote monitoring and maintenance 4.3.2.17
Statewide/Regional TOC 4.3.2.19
Entrance Fee Collection 4.3.2.20
Communications System Redundancy 4.3.3.1
Unsafe Driving for Conditions 4.3.3.3
Remote Monitoring of Sites 4.3.4 Economic Development/Environmental Protection 4.3.4.1
Reduce High Emission (Acceleration & Deceleration) 4.3.4.2
Reduce Vehicle Trips (Emissions) 4.2.4.3
Reduce VMT (Emissions) 4.4.1.3
Computer Aided Dispatch (CAD) 4.4.1.4
Geographic Information 4.4.1.5
Advanced Communications 4.4.2.1
Pre-Trip Traveler Information 4.4.2.2
In-Terminal/Wayside Traveler Information 4.4.2.3
In-Vehicle Traveler Information. 4.4.2.4
Vehicle Location and Estimated Time to Arrival 4.4.2.5
Multimodal Traveler Information/Guidance 4.4.2.7
Emergency Trip Cancellation 4.4.2.8
Emergency Driver Communication. 4.4.3.1
Electronic Fare Payment 4.4.3.2
Multiple-Use Payment Device 4.4.4 System Operational Effectiveness 4.4.4.2
Service Planning and Evaluation. 4.4.5.2
Regional Traveler Information 4.5 Crash Prevention and Security 4.5.1.2
Foreign Objects/Obstructions in the Roadway 4.5.1.5
Terrain Hazard Advisory 4.5.1.6
Roadway Traffic Conditions 4.5.1.7
Roadway Enhancement/Shoulder Detection 4.5.3
Roadway/Weather Information Systems (RWIS) 4.5.3.1
Roadway/Weather Information Systems (RWIS) 4.5.3.2
Road Surface Dynamic Warning [Variable Speed Limit (VSL)] 4.5.3.3
Speed Enforcement of Unsafe Driving Conditions 4.5.4
Work Zone Control/Advisory System 4.5.4.1
Work Zone Control/Advisory Systems 4.5.5
Highway-Rail Intersection (HRI) Crossings 4.5.5.1
Overall Category Definition 4.5.5.2
Rail/Vehicle Conflict Advisory & Control 4.5.5.3
Train Detection/Notification 4.5.7.1
Overall Category Definition 4.5.7.2
Remote Monitoring of Sites 4.6 Operations and Maintenance 4.6.1
Infrastructure management 4.6.1.1
Infrastructure Inventory and Condition Monitoring 4.6.1.2
Work Zone Location Information. 4.6.1.3
Portable System Resource Management 4.6.2
Roadway condition monitoring 4.6.2.1
Roadway Traffic Conditions 4.6.2.2
Roadway Surface and Atmospheric Conditions 4.6.4
System maintenance effectiveness 4.6.4.1
Winter Weather Maintenance 4.6.4.2
Winter Weather Maintenance Safety 4.6.4.3
Infrastructure Maintenance 4.6.5
System Operations Effectiveness. 4.6.5.1
Inter-Agency Coordination 4.6.5.3
Natural Events Management 4.6.5.4
Seasonal and Planned Events Management 4.6.6.2
Vehicle Location and Status 4.6.6.3
Computer-Aided Dispatching 4.6.7.1
Remote Monitoring of Sites 4.6.8
Data collection and sharing 4.6.8.1
Performance and Planning Data 4.6.8.2
Infrastructure Information 4.7 Surface Transportation Weather 4.7.1.5
Operations and Maintenance 4.7.1.6
Terrain Hazard Advisory 4.7.2
System Operational Effectiveness 4.7.3
En-Route Services Information 4.7.4
Leveraging Weather Information to Cost Containment, Profitability, and Safe
Operations/Travel This document is used to specify the understanding of
requirements between the Stakeholders and SCSU Research Principal Investigators
for the purpose of implementing a Rural ITS Solution for the Lower Savannah
Region to meet the following objectives: n
Improve transportation safety n
Improve transportation security The document is divided into three parts: n
Project Objects n
General requirements and constraints n
Specific requirements and constraints. The National ITS Architecture was developed for the US
Department of Transportation (USDOT) as the framework for implementing modern
transportation operations systems. The national ITS Architecture provides a common structure
for the design of intelligent transportation systems. It defines the framework around which
different design approaches can be developed, each one specifically tailored to
meet specific regional requirements, while maintaining the benefits of a common
architecture within current (legacy) and planned systems. The National Architecture can provide short-term benefits
by saving time and money in the development of a project from its inception
through its implementation, since it: n
Correlates requirements and problems to services
that must be performed, thus providing trace ability for a project to overall
transportation needs. n
Illustrates efficiencies that can be gained by
eliminating redundant implementations of similar functions. n
Provides a view into the future to identify
services and functionality that may not have been initially considered,
currently needed, or even feasible. This
provides a checklist of future capabilities that could be planned for now in
anticipation of future requirements. n
Provides an extensive list of the transportation
agencies (by matching the functions they perform with the corresponding
subsystem names in the National ITS Architecture) that an agency should
consider talking to during initial planning of an implementation. n
Defines the kind of information one should
consider sharing among these agencies.
The agency can use this information as a checklist in planning the
project and in discussions with other stakeholders to show how they can
participate through sharing of the information. n
The following information was obtained from the South
Carolina Department of Transportation website. n
A fog mitigation system that monitors visibility
conditions is in operation on I-526 near the Cooper River in Charleston. n
Closed circuit television cameras are being
utilized on the Grace Memorial and Pearman bridges in Charleston to detect
roadway traffic incidents. n
The South Carolina Department of Transportation
(SCDOT) is in the process of developing a traffic surveillance system\motorist
information system on Interstates 26 and 1-26 in Columbia, and I-85 in
Spartanburg. n
The SCDOT and various Metropolitan Planning
Organizations (MPO) have implemented a motorist assistance program. This program is being used in many urban
areas within the State. The name of the program is “State Highway Emergency
Patrol” (SHEP). n
An ITS study has been proposed by the Central
Midlands Regional Planning Council of Columbia. n
SCDOT has
made a significant investment in upgrading traffic signal systems throughout
the state. n
South Carolina is a participant with other
Southeastern states in developing a commercial vehicle operations (CVO)
institutional issues study n
A pilot "One Stop Shop" for CVO
permitting has been implemented in Columbia The SCDOT, working with the FHWA Division Office, selected
Lockheed Martin IMS for the private operation and maintenance of a toll system
on the Cross Island Parkway in Hilton Head. The 7.5-mile Cross Island Parkway
has one toll plaza with 14 lanes and two ramps with two lanes apiece. ITS
technologies to be included in the system will consist of, but not be limited
to, electronic toll collection, electronic fare payment, automatic vehicle
identification (AVI) and video enforcement. Lockheed Martin is responsible for
the equipment design and installation as well as operation of the state's first
toll facility. ETC is also planned for the state's second toll facility in
Greenville. n
The Greenville\Spartanburg ITS early deployment
planning study is complete and the Charleston study is still underway. Implementation
of methods, identified in the Greenville\Spartanburg study, to reduce traffic
congestion is underway. n
The City of Greenville is in the process of
developing a parking management system that will be used to alleviate traffic
congestion created by special events at a new arena in the commercial business
district. n
The Spartanburg MPO has implemented a motorist
assistance patrol, and is in the process of implementing a motorist information
system along the I-85\I-85 Business couplet in Spartanburg. Determine most cost effective way to provide or enhance
the South Carolina Rural Highway system (Savannah Region and Orangeburg County)
using ITS capabilities. Focus on the following aspects as it relates to ITS
capabilities: n
Real-time control and monitoring n
Safety and security The approach being used to accomplish the above is as
follows: n
Review current Rural ITS implementations either
completed or being implemented by South Carolina and other states. n
Develop Rural ITS capability requirements
document based on the US DOT National ITS Standards and Architecture. n
Publish Requirements Document for review by
stakeholders. Once reviewed by the
stakeholders all feedback will be incorporated into the final version. n
Develop high-level Design Architecture Document n
Develop high-level Project Plan for
Implementation. The project plan will
describe in detailed the ITS requirements to be implemented and how. The project plan will also include detailed
information on the infrastructure needed to support the implementation,
on-going support and maintenance of all ITS components. 2.2.1
US Ten-Year ITS Program Plan Addresses Advanced
Intelligent Vehicle-Highway Systems 2.2.2
National ITS Program Plan, Five-Year Horizon,
August 2000 2.2.3
California Rural ITS Projects website 2.2.4
Tracking the Deployment of the Integrated
Metropolitan ITS Infrastructure in Charleston Report, July 2001 2.2.5
ITS in South Carolina website 2.2.6
ITS: an evolving technology (21st
Century Service) Article, September 1998 2.2.7
Promoting And Improving Safety – Serving Rural
America – FHWA 2.2.8
ITS – Intelligent Transportation Systems, CE
3201 NOTES, by J.D. Jones 2.2.9
ITS Deployment Tracking, 2000 Survey Results 2.2.10
Developing ITS Using the National ITS
Architecture, An Executive Edition for Senior Transportation Managers, July
1998, USDOT 2.2.11
ITS Resource Guide, FHWA, 2001 2.2.12
ITS Joint Program Office website (www.its.dot.gov) 2.2.13
ITS Electronic Library (www.its.dot.gov/itsweb/welcome.htm) 2.2.14
ITS Newsletter (www.nawgits.com/cdn.html) 2.2.15
Operations/ITS Help line, (866) 367-7487 2.2.16
ITS Peer-to-Peer Program, (888) 700-PEER 2.2.17
What Have We Learned About ITS?
(FHWA-OP-01-006), 2000 2.2.18
Department of Transportation’s ITS Projects
Book, 2001 2.2.19
ITS Benefits and Costs Database 2.2.20
ITS Deployment Tracking Database 2.2.21
Rural ITS Users Needs Document All specific user requirements must be mapped to fit
within the standard User Service solutions outlined in the ITS Program
Plan. This will ensure that all user
requirements to be implemented will fit within the standards and guidelines
outlined by National ITS Program Plan and Architecture. All requirements outlined in this document will be
mapped to the published User Services The scope for all user requirements is to support the
project objectives for the Lower Savannah Region only. Emergency
Services address the response to an individual incident such as a traffic
collision and to more widespread events such as natural disasters. These
services can be in the form of ambulances and medical care, police, fire, tow
trucks, and other vehicle assistance, etc. The user
requirements in the area of Emergency Services should focus on measures
designed to improve the emergency response process, from reducing incident
detection and verification times through the process of selecting the most
appropriate response. Requirements in this area should include the need for
emergency notification or warning in the event of natural disasters or
terrorist attacks. n
Include
information to assist emergency services personnel/agencies with operational
responsibility for potentially large geographic areas and types of terrain when
incident occurred. The information
required is as follows: n
Incident
location n
Incident
type and classification n
Incident
severity n
Information
source, and confirmation of who is on-scene to establish protocols for
appropriate response. n
Provide
location of emergency vehicle to appropriate emergency management agency to
facilitate dispatch and guidance of emergency vehicles to incident site. n
Location/routing
system needs to should include identification of all highway-rail
intersections. n
Determine
location of destinations not available through existing/traditional sources and
disseminates directions. Requires: uniform naming system and capability to
cross reference latitude/longitude data with traditional local addresses.
(Should follow/be consistent with FCC’s work to locate cellular 911 calls. n
Provide
emergency vehicle drivers with information (e.g., congestion, travel time,
incidents, etc.) and directions while en-route, which will allow alternative
routes to their destination to be chosen. n
Provide
location and availability of hospitals, clinics, emergency care centers, etc
within a predefined range. Information also includes level of service of a
facility (e.g., full trauma center or urgent care with no surgical services
available). n
Provides
location and availability of sites designated as shelters during/following
natural disasters and other emergency events within a predefined area or based
on vehicle location. n
Provides
location and availability information for tow services in the area. Information would also include the type of
tow services (e.g., industrial) available. n
Plans
would include information on hospital communications protocols to include: how
the hospitals communicate with each other, their dispatch process (what, when
and how), and information sharing needs. Ability to
relay information through multiple path communications Common data
set format and terminology Automatic or
manual distress signal system to disseminate traveler vehicle location and
crash characteristics needed by emergency services with operational
responsibility for potentially large geographic areas and types of terrain
(e.g., mountains). Required information includes: crash kinematics, delta-v,
occupant information, if/when airbags deployed, vehicle characteristics (such
as HAZMAT information), information on local weather conditions to determine
wind direction/speed for HAZMAT information, such as provided by CAMEO model,
and medical patient data in an encrypted or safeguarded format. Ability to
automatically transmit information from traveler vehicle about occurrence of
crash to include vehicle location and extent of crash damage from a variety of
terrain environments to appropriate agency(s). Provides
location of vehicle involved in crash/incident over potentially large
geographic areas and types of terrain (e.g., mountains) to appropriate
emergency management agency. A system or
set of systems designed to facilitate coordination of emergency response
between traffic management and other agencies and emergency service providers
in a wide range of geographic settings. Coordination should include: n
Data
linkage to allow evaluation n
Standard
format for data entry forms n
Uniform
incident identification codes n
USDOT
ID number for HAZMAT loads n
Private
centers (ONSTAR) n
Process
for verification information Must have the
ability of emergency services to electronically process transactions with toll
authorities, hospitals, and customers. Includes data linkage to facilitate
evaluation, driver’s license information; transmit a patient care
report/registration from vehicle to hospital, and ability to safeguard
information. Must have the
ability to add new agencies/providers to the coordination system. Should
include: services/systems such as ITS, Mayday, incorporate statewide planning
prior to implementation. The user
requirements in the Tourism and Travel area include the need to provide
information and mobility services to tourists and destination locations, since
many times visitors have little choice of mode (no auto) and require special
services. Knowing where desired destinations are, how to get to them, and
conditions along the way adds to the mobility and convenience of an area.
Likewise, travelers must be aware of destinations before they can visit them.
Many rural areas are characterized by long distances between tourist
destinations and diverse landforms including mountainous areas, forests and
deserts, complicating information delivery to travelers in the region.
Alternative modes of transportation such as shuttle buses may or may not be
available from gateway communities further limiting information dissemination
opportunities. Providing
services to tourists and others unfamiliar with the rural surroundings enhances
the economic vitality of the area. In addition, once in a resort area, tourists
often are hindered due to lack of a vehicle. Tourism
may also be a concern in any rural setting during major events and festivals.
At these events the traffic, local population, and transportation problems of
the participants, local residents, and emergency services swell to many times
their average levels. Event logistics, traffic and parking management, and
provision of emergency communications are crucial to the success of these
events, and yet must be temporary in nature, and in most cases understandable
to volunteers. The main
focus of user requirements identified to date in this area is access
to/dissemination of information. This includes information typically associated
with electronic yellow pages, as well as weather and condition forecasting,
route advisory information, information dissemination in hotels, roadside, wide
band radio, etc. Tourism and travel needs also include the need for mobility
through transit, para-transit, and Global Positioning Systems (for rental cars.
Provides
route-based information that focuses on destinations to include directions,
estimated travel time and traffic conditions. Information would be tailored to
include information of interests to hikers or bicyclists in areas such as
national parks. Provides
travelers with information and directions (e.g., congestion, travel time,
incidents, etc.) while en-route for route selection. Information
to travelers describing effect of weather (e.g., visibility during snow
storms), construction operations and other information (e.g., congestion near
destination locations) affecting roadway operations. Disseminate
information regarding routing and scheduling of various modes of transport in
the area. It also includes location of system entry points (e.g., terminals). Disseminate
information regarding the availability of traveler services or attractions such
as those listed in a “Yellow Pages” traveler information service (e.g., hotel
vacancies, 24 hour service stations, restaurants) within predefined area or
range or based on vehicle location. Information would provide hours of
operation. Determine location of destinations not
available through existing/traditional sources and disseminates directions. Provides
notification and information concerning incidents to vehicle drivers, agencies,
and information providers. Information would include incident severity and
estimated duration. Will provide information regarding traveler services in
predefined area or based on
vehicle location. n
Gas/Service
Stations n
Lodging/Reservations
n
Food/Restaurants
n
Sites/Attractions
n
Shopping
Areas n
Rest
Areas Provides
location and availability of hospitals, clinics, emergency care centers, etc
within a predefined range. Information also includes level of service of a
facility (e.g., full trauma center or urgent care with no surgical services
available). Provides
location and availability of sites designated as shelters during/following
natural disasters and other emergency events within a predefined area or based
on vehicle location. Automatic or
manual distress signal system disseminates vehicle location and crash/incident
characteristics to appropriate management agency. Disseminate
information regarding scheduled transit services such as hours of operation,
headways, fares, etc. Information should include specialized services such as
shuttles serving major attractions in the area. Information
regarding specific transit routes (to include transfer/connection information)
and destinations as well as services (e.g., dial-a-ride) offered by area transportation
providers. Information
describing location of transit vehicles/taxis and anticipated arrival times. Systems/practices
designed to improve local transportation system operations, improved access to
interstates, ports, dissemination of services to travelers, etc. This should also include customized
information for business operators, CVO operators, and tourist travelers. Systems that
allows travelers to access information through a variety of media regarding
(fixed and mobile sources) regional tourist attractions and traveler services. Card or other
payment media that can be used to pay for transit and other services (e.g.,
retail). Provide Systems that collects information related to or which can
be used to develop marketing strategies for regional business community. Travelers
in rural areas are often faced with traffic congestion and excessive delays
when traveling through construction areas or near seasonal or cyclical
attraction areas such as ski areas, beaches, national parks, etc. Although
congestion is less frequent than in urban areas, the lack of alternate routes
in rural areas often results in traffic congestion as severe as that
experienced in urban areas, creating costly and lengthy delays.
Incident-related delay, exacerbated by the longer response times typical in
rural areas and the high rate of fatal crashes (nearly twice that of urban
areas) also contributes to traffic congestion and traveler delay along rural
roadways. In addition, sudden, or unexpected areas of congestion may also
contribute to secondary incidents and additional traveler delay. Provides information (e.g., congestion, travel
time, etc.) and directions prior to a trip or while en-route for route
selection. This information needs to be conveyed to vehicle drivers, commercial
vehicle operators, tourists, emergency services, and transit users. Information
may have to be provided across large geographic areas and types of terrain such
as mountains. Information
describing levels of congestion on area roadways such as volume and speed data.
. Information may have to be provided across large geographic areas and types
of terrain such as mountains. Location of
vehicles serving as mobile probes to provide data on travel times for
congestion information. Vehicle location needs to specify a common mapping
system. There is a need to have regional
agreement on consistent naming and addressing. There is a need to automatically
know the location of a vehicle calling in an incident, as travelers/users don’t
always know where they are. A consistent means of showing rural addresses on
electronic maps is needed. In addition, information may have to be provided
across large geographic areas and types of terrain such as mountains. Disseminate
information regarding routing and scheduling of various modes of transport in
the area. It also includes location of system entry points (e.g., terminals). There is a
need to communicate among all agencies involved or potentially involved of the
status of incidents. The information related to roadway closures and alternates
need to be communicated with drivers (pre-trip or en-route) in a variety of
geographic settings. There is a
need to maintain locations of emergency management/ evacuation routes, and
staging areas for disaster recovery. There is also need to determine whether a
HAZMAT incident is by rail or heavy truck and to correlate the rail/truck
routes for short term and long term alternative routing and evacuation. Advisory Information needs to include road
construction, schedule for construction, and whether construction is actually
taking place or not. For the commercial vehicle and transit community,
information needs to be provided in advance to make routing choices. Additional
information to be provided to commercial vehicle and transit operators includes
spring weight restrictions for vehicles, and over height restrictions. There is a
need to have a category of incident that covers natural road closures. This
includes: heavy rains, slides (mud, rock, and snow), weather (fog, sleet,
etc.), earthquakes, wildfires, and road conditions (black ice, etc.). Systems
designed to monitor and detect changes in roadway surface conditions affecting
drivability. These systems would alert drivers of driving conditions and reduce
posted (electronic) speed limits to speed consistent with roadway conditions. Systems are
to monitor traffic activity on the vicinity of work zones and to provide advice
and warnings to maintenance and construction crews. System to advise or warn
drivers as they approach work zones. There is a
need to help engineers design work zones according to accepted industry
practices. There is a need to implement lane closure management to more
smoothly merge lanes. Need to
notify users of their own speed using visual warning device such as a VMS. Need to
notify users to reduce speed. The speed reduction may be to prevent rear-end
collisions with slow moving vehicles such as farm vehicles. There is a
need to notify users of draw bridge up. Systems,
which provide traffic management agencies with capability to adjust, signal
timing to efficiently manage periodic congestion. These types of systems
include adaptive signal control systems and systems with self-timing
capabilities for small communities. Systems
designed to enable remote closure of swing gates at road closure points and
monitoring/signage on roads leading up to closure points so that remote
closures can be done safely. Systems
designed to manage delays associated with specific seasons such as flooding of
certain areas in the spring or road and bridge icing during the winter (e.g.
portable traffic management systems, weather information systems, etc.). Systems
designed to address conditions associated with seasonal/annual events such as
higher than usual numbers of farm equipment on roads during harvest season or
high levels of congestion due annual events such as rodeos, fairs ski season,
hunting season (e.g., portable traffic management systems, etc.). Systems
designed to provide a coordinated response to incidents in the area (which may
cover a variety of landforms and significant distances). System capabilities
would include ability to anticipate and plan, detect, verify, and assess
incident/crash severity. Multiple
jurisdictions (over potentially large geographic areas with various types of
terrain) need to know whether they are the only agency or one of many agencies
responding. Systems
designed to facilitate coordination of O&M activities with traffic
management and other related agencies (e.g., maintenance vehicle tracking,
shared operations, 24/7 operations, anticipated delays, roadways affected,
etc.). In addition, not all rural areas have the resources to maintain or
operate systems. Therefore, there is a need to share in O&M cost of
utilities, and infrastructure. There is a need to leverage existing
public-public partnerships to maintain ITS and other critical devices in rural
areas. It is
critical to determine alternative routes and information sharing needs between
agencies and stakeholders. Stakeholders must include traditional public
agencies, but also private sector such as restaurants, hotels, and gas
stations. System
designed to facilitate collection of real-time traffic data. There is a need to
collect historical traffic data for planning purposes. There is a need to be
able to collect information from the private sector without that information
becoming part of the public domain. There is a
need to monitor and have system malfunctions transmitted from remote location
(over potentially large areas and terrain types). Systems need
to track equipment malfunctions and failure from remote maintenance sites. The need to
coordinate and share information and operations. Sharing of
control is also needed to allow functions of a TOC to take place across
agencies when and where necessary. Remote maintenance site could be used as a
temporary TOC if needs warranted. This need
also extends to the use of mobile command centers (i.e. van). Systems to
enable use of technologies such as toll tags for collecting entrance fees at
national parks and other attractions generating large traffic volumes/queues. A need exists
that cell phones, and communications in general, have a backup capability, i.e.
no single point of failure for communications (over potentially large areas and
terrain types). Systems designed to enhance law enforcement’s
ability to effectively enforce speed limits in the area. Systems
designed to identify unsafe driving. Systems
designed to provide video monitoring of key sites. Systems designed to provide traffic conditions
that reduce areas characterized by frequent acceleration and deceleration
(e.g., bottlenecks, major arterials with poorly coordinated signal systems,
etc.). Systems or
practices designed to reduce SOV trips (e.g., ridesharing programs, multi-use
zoning, transit promotions, etc.) Systems or
practices designed to reduce VMT (e.g., transit promotions, multi-use zoning,
parks, etc.) System that
collects information related to or which can be used to assess effectiveness of
traffic management strategies (e.g., traffic conditions, regional traveler
information, planning information, and other centers). As the
nation ages, the need for accessible mobility services will become much more
important. This is especially true for rural areas where neighbors are often
miles apart, trip distances are long, and travel to common origins and
destinations are infrequent. Rural
user needs in the area of rural transit focus on providing and having access to
traditional fixed-route transit, flexibly routed transit, demand-responsive
Para transit, and other services associated with the ability to make a desired
trip. Identifying those who need services, determining what types of services
are needed; and determining how to provide the needed services in an efficient
and effective manner, are key elements in defining rural transit user needs
from the transit agency perspective. Further, there are additional factors that
must be considered, including: the needs of agencies to identify special non-transit
services (nursing, meals on wheels, hospital out patient, etc.); and the needs
associated with coordination and communication between the many providers of
services that may be involved (such as transit agencies and social service
providers). From the customer’s perspective, the needs include services that go
where and when customers need to travel; access to accurate, real-time
information regarding arrivals and departures; and better customer service. Determines
location of vehicles and provides display in dispatch (or alternate locations)
of appropriate agencies. Specific information needs/capabilities include: n
The
display of real-time or near real-time vehicle location at a central management
facility and for the general public should be considered n
Vehicle
location should be linked to automated scheduling n
Vehicle
location data can support safety-related decisions, such as those involving bad
weather n
Vehicle
location data can support recording revenue and non-revenue vehicle time and
mileage, which is used to determine budget compliance n
Vehicle
location data can assist in the preparation of the National Transit Database
data n
Vehicle
location data can support the investigation of fraud issues, such as
eligibility, safety and payroll n
Vehicle
location technology can support a silent alarm feature, which can notify
dispatch in the event of an incident on-board the vehicle n
Vehicle
location technology will support using transit vehicles as “probes” to identify
certain roadway conditions for transportation management centers and/or traffic
operations centers Provides
vehicle schedules for all transit services and provides input to dispatching.
Specific information needs/capabilities include: n
Automated
call taking and scheduling for demand-responsive service; n
Customer-generated
ride request via a telephone and/or personal computer; n
Dynamic/adaptive
scheduling, including feedback between vehicle locations and scheduling functions.
Provides schedule
adherence; route adherence; communications among dispatch, vehicle operators,
road supervisors and maintenance; and computer-aided service restoration.
Specific information needs/capabilities include: n
This
need should be fulfilled across all modes; n
CAD
should support retaining the history of operations n
Access
to a communication system is an absolute necessity for effective CAD n
CAD,
along with two-way communication, should facilitate identifying no shows, and
subsequently dispatching a vehicle for another piece of work n
CAD
should assist in maintaining ridership n
CAD
should provide a link between the transit agency and emergency services n
CAD
should provide information to vehicle operators, such as wind speed, which is
important when handling wheelchair passengers Computerized
database management in which geographic databases are related to one another
via a common set of location coordinates. Geographic information should be
provided on-board vehicles for drivers and at all dispatch locations. Communication systems (voice and data) are
capable of covering large rural areas and various types of terrain (e.g.,
mountains). Reliable and redundant communications for transit are a must. The
communications infrastructure should be a common infrastructure, integrated
with other transportation entities, such as a transportation management center
(TMC), highway maintenance, emergency services, State highway patrol, etc. Provides vehicle drivers with driving
directions to destinations while enroute. This
requirement will support determining the accessibility of particular addresses
(e.g., house has ramp for wheelchair), and will support transit maintenance
(e.g., sending a maintenance vehicle to a particular location for a road call).
Provides vehicle operators and dispatchers
with information describing roadway conditions. Provides location of
destinations not available through existing/traditional sources including
tribal lands. Information
regarding transit routes, maps, schedules, fares, park-and-ride lot locations,
points of interest, traffic conditions, weather, etc. provided through various
media. Both real-time and static information are needed. Specific needs
include: Itinerary
planning for regional trip making (using multiple modes/systems), information
on intermodal connections; and notification of vehicle status and/or arrival
time (e.g., beeping someone when the vehicle that is picking them up is five
minutes from their home). Similar to pre-trip information, but provided
to traveler as he/she make his/her trip. Needs include en-route real-time
information about connections/transfers (including intermodal connections);
estimated time of arrival; and real-time arrivals and departures. Information
needs would also include disability accessibility information, security
information, language translation capabilities, and for transfer locations,
information about services available within close proximity to these locations
(e.g., local shopping, ATM machines, etc.) Information on real-time arrivals and
departures, and connections/transfers (including intermodal connections), stop
announcements, security information; and language translation capabilities. Provides
location of vehicle and estimated arrival time to travelers. Information
regarding routes, schedules and itineraries for various modes of transport in
the region. Also includes location of stations and/or terminals Notification from service provider to customer
confirming trip and indicating when vehicle will arrive. Communication between the transit agency and
the traveler in case of emergency. Intended for the traveler who experiences an
emergency and is unable to communicate such to the vehicle operator before the
operator arrives at the traveler’s pick-up location (and would otherwise
consider the traveler a no-show). Communication between dispatch and the vehicle operator in case of
emergency. Non-cash fare payment
(e.g., using magnetic stripe card, contactless smart card, etc.). There should
be a linkage between this need and automated billing. Card that could be used to
pay for transit and other services (e.g., retail). There should be a linkage
between this need and automated billing. System to coordinate
services among transit providers to enhance transit service (e.g., nearest
vehicle to service) Measures or systems
designed to facilitate expansion of transit services in the region (e.g.,
customer needs, business development tracking, housing development tracking,
demographic tracking, etc.), and system services/modes simulation capabilities.
The simulation of new services/modes would be based on historical data about
existing services, travel patterns, etc. (e.g., “SIMBUS”) Automated Billing –
Ability of transit agencies to automatically generate third-party billing. Should have capability for linkage to Electronic Fare Payment and
Multiple-Use Payment Device systems. Systems designed to improve the schedule adherence of transit
vehicles Information for Traveler Requests - The use of real-time information
to respond to traveler requests. For example, this need would support
investigating a complaint that the transit vehicle never arrived at a
traveler’s home for pick-up, or would support a request for an estimated time
to arrival for a pick-up. Further, the real-time information could be used as
input to the planning and scheduling process to better serve customers’ needs. Transit maintenance refers to those activities associated with
scheduled, preventative and unscheduled/corrective maintenance of transit
vehicles and associated equipment. Transit maintenance is linked to needs
previously described in the Transit management category, such as vehicle
location, automated scheduling and computer-aided dispatch. Training is a need that becomes more significant as technology is
added to various aspects of a transit agency’s operations. Specific training is
needed to describe current state-of the art technology that may help solve
specific service, maintenance, and customer-related problems. Two-way exchange of data, such as congestion levels and roadway
travel times, between transit agency and traffic management center(s). Exchange of data between transit agency, and regional traveler
information providers and agencies. Exchange of data between transit agency and local/regional
planning organization to facilitate modifying, adding or deleting transit
service. This exchange would include design elements of developments to
facilitate transit-friendly design. Other Data Exchanges - Other organizations that transit agencies
would share data with include: n
State
DOT n
State
tourism bureau n
State
department of health and human services and commission(s) on aging n
Economic
development agencies and chambers of commerce n
Emergency
management n
Intercity
transportation providers n
Other
major transit providers n
“Main
St. Network Groups” to promote appropriate development Within
rural transportation settings, the type, rate, and severity of
incidents/accidents have been repeatedly identified as one of the most serious
problems that need to be addressed. For example, accidents
per-vehicle-mile-traveled are higher in rural settings than in urban areas and
tend to be more severe because of higher vehicle operating speeds and longer
travel times for emergency service response. Rural
ITS User Needs for Crash Prevention and Security focus on preventing crashes
before they occur, reducing the severity of the crashes that do take place, and
safeguarding other users of the transportation system (i.e., transit riders).
These identified User Needs center around improving a driver's ability to
operate a vehicle safely in rural settings. Therefore, they address the
following: The
three (3) main components of vehicle crashes: the driver, the vehicle, and the
roadway. These User Needs further
attempt to reduce the factors that influence a crash: for example, diminishing
driver alertness, roadway obstructions (e.g., animals, debris), poor roadway
conditions (e.g., weather, visibility, roadway geometrics). Other
Rural ITS User Needs in this category involve increasing the security (both actual
and perceived) of travelers during their trip. For example, a traveler may be
injured even though he or she has not been involved in a vehicular accident
(i.e., transit patron assaulted while waiting for a bus). Thus, providing a
secure environment through remote monitoring of key transportation sites, the
presence of silent alarms, and automated vehicle location (AVL) systems are
also included. Systems designed to alert driver of impending situations that are
inconsistent with safe vehicle movements and speeds on the roadway. Systems designed to alert driver to impending situations that are
inconsistent with safe headways or impending collisions with obstructions in
the roadway (e.g., slow moving/stopped vehicles, large rocks/debris,
pedestrians, animals, etc.). System designed to alert driver to presence of foreign objects
(e.g., vehicles, pedestrians, etc.) in areas around car (i.e., blind spots). Systems designed to deter animals from entering roadway. Systems designed to detect inconsistencies in a driver’s transient
surroundings and provide static and dynamic information provided to travelers
regarding hazards (e.g., falling rocks/rock slides, mud slides, floods, etc.). Information describing levels of congestion on area roadways. Systems designed to improve driving characteristics of roadway and
alert driver when within defined distance of shoulder. System designed to monitor status of driver’s ability to operate
vehicle within defined parameters (e.g., alcoholic consumption, etc.). Includes
systems designed to monitor alertness of driver and provide warning if level of
alertness falls outside defined parameters. Systems designed to augment vehicle operator’s capabilities (e.g.,
vision enhancement to see pedestrians and hazardous situations during periods
of poor driving visibility, steering enhancements, speed-control enhancements,
etc.). Roadway Geometrics refers to systems designed to alert driver of
areas where roadway geometrics affect driver safety (e.g., area with reduced
site distance, sharp bends, curves, steep downgrades, etc.). Includes elements to monitor and detect weather conditions that
affect driver safety [e.g., visibility (snow/fog/sand), slippery roadway
conditions (ice/snow/water), etc.). Systems designed to monitor and detect changes in roadway surface
conditions affecting drivability. These systems would alert drivers of driving
conditions and actuate system designed to reduce posted (electronic) speed
limits to speed consistent with roadway condition. System designed to enhance law enforcement’s ability to
effectively identify and enforce unsafe driving conditions and driver behavior
(e.g., speeding, weaving, etc,) to facilitate enforcement activities. Systems designed to inform drivers of upcoming work zones,
anticipated travel delays, and provide physical barriers to prevent vehicles
from entering. Systems designed to warn
vehicle operators of train proximity and provide barrier to prevent vehicle
from entering rail/roadway intersection (i.e., crash avoidance). Systems designed to alert approaching drivers of vehicle presence
at a rail/roadway intersection. Systems designed to detect approaching train and to alert drivers
within defined distance of roadway/rail intersection of approaching train. Provides traffic control of highway and rail traffic for at-grade
highway-rail intersections. Vehicle pre-emption systems designed to allow for safe passage of
vehicles through signalized intersections: n
Emergency
Vehicles n
Warnings
to Non-Emergency Vehicles Systems designed to provide remote monitoring (e.g., video, audio,
vehicle presence, etc.) of an area or vehicle to a 3rd party in order to
enhance site safety. System designed to provide monitoring at key locations (e.g.,
inside bus, rest area, bus stop, transit terminals, etc.). Systems designed to provide location of vehicles to the driver and
the appropriate management agency. Systems designed to provide location of a particular individual
(e.g., hiker/ranger in National Park, etc.) to the appropriate agency. Systems designed to provide system users with access to silently
activated alarms. 4.5.7.6
Roadway Throughput Systems designed to track vehicle at specific roadway intervals in
order to detect when a potential roadway hazard or event may have occurred
(e.g., 100 vehicles pass Point A on mountain road but none pass Point B 5-miles
down the road a possible avalanche, etc.). Data Sharing refers to sharing of appropriate information with
other agencies that will assist in their mission/operations. Shared with the appropriate regional traffic management agencies: n
Terrain
Hazard Advisory n
Roadway
Traffic Conditions n
Roadway/Weather
Information System (RWIS) n
Road
Surface Dynamic Warning [Variable Speed Limit (VSL)] n
Vehicle
Presence at Intersection Notification n
En-Route
Directions n
Train
Detection/Notification n
Rail
Crossing n
Remote
Monitoring of Sites n
Vehicle
Location n
Silent
Alarms Shared
with the appropriate railway organizations: n
Train
Detection/Notification n
Rail
Crossing Shared
with the appropriate transit management centers: n
Remote
Monitoring of Sites n
Vehicle
Location n
Silent
Alarms n
Terrain
Hazard Advisory n
Roadway
Traffic Conditions n
Roadway/Weather
Information System (RWIS) n
Road
Surface Dynamic Warning [Variable Speed Limit (VSL)] n
Vehicle
Presence at Intersection Notification n
En-Route
Directions n
Train
Detection/Notification n
Rail
Crossing Shared
with insurance carriers: n
Insurance-Actuarial
Data (e.g., vehicle miles traveled (VMT), vehicle safety records, etc.) Shared
with safety planning agencies: n
All
information collected to support every User Need (Archived Data) Potential
sharing with 3rd party enforcement agencies: n
Road
Surface Dynamic Warning [Variable Speed Limit (VSL)] n
Driver
Status n
Alertness
The
isolation, distances involved, and the large number of rural roadway miles make
the operation and maintenance of the rural transportation infrastructure both
challenging and costly. Low traffic volumes on these roads also make the
detection of problems and condition a concern. Similarly, operations and
maintenance activities are difficult for rural public transportation service
providers, which are frequently small, dispersed, and which lack adequate human
and financial resources. Operations
and maintenance of rural roads and their associated infrastructure are
typically the responsibility of public agencies at the state, county or city
and township level. Their responsibilities include monitoring, maintaining, and
improving the physical condition of the infrastructure; maintaining the
condition of public vehicle fleets; ensuring safe operation of the system,
especially under adverse travel conditions, such as winter weather, or during
construction and other work zone activities; and ensuring the efficient
operation of the system, including the use and maintenance of various traffic
management and traffic control devices. Systems to collect, disseminate, and maintain information about
the location, types, and condition/integrity of physical roadway
infrastructure, including the pavement, bridges, materials, structures, signs,
and other roadway devices, and the condition, and operations and maintenance
needs of each, and about roadway closures and restrictions. Information should
cover multiple agencies, and should support data sharing between agencies.
Information should be accessible to field crews responsible for operations and
maintenance. Consequently, the system should be appropriate for skill levels
found in small maintenance sections many of which may be located in widely
dispersed locations. Systems designed to gather, store, and disseminate information
about work zones and construction activities, such as locations, alternate
routes, and anticipated delays, for short-term and long-term activities. These
systems should support internal operations and maintenance needs, should be
available to support commercial vehicle routing activities, and be suitable for
providing information to traveler information systems and travel service
organizations. Data should be collected in real-time and accessible information
should be up-to-date. These systems should be capable of correlating planned
activities with actual work in the field and they should support both pre-trip
and at-site applications. Systems to monitor the location and usage of portable assets (over
widely separated locations and terrain types) such as portable traffic
management and work zone management systems, and to manage the scheduling,
delivery, setup, operation, and return of such devices. Systems to monitor traffic levels on roadways, and to provide
information regarding the impacts that certain traffic levels would have on
alternate roadways in the event of re-routing due to operations and maintenance
activities. Systems to monitor and detect changes in roadway surface
conditions and other weather and atmospheric conditions affecting drivability,
and to alert agencies (potentially located in widely separated locations) of
such changes. Conditions to be monitored would include ice, precipitation, fog,
wind, blowing dust, and potentially air quality. Roadway surface condition
information should also include a determination of coefficient of friction. It
could also actuate systems to advise or warn drivers of these conditions as
well as automatic de-icing systems. Systems to monitor, control, and direct traffic activity in the
vicinity of work zones with the objective of enhancing the safety of
maintenance and construction crews. These systems should be incorporated in work zone set-up
procedures without increasing the burden on the crews. Ideally the se systems
would be accompanied by increased police enforcement in the work zone. Could
also actuate systems to advise or warn drivers as they approach work zones. Systems to enhance the efficiency of pre-treatment and plowing
operations, such as providing up-to-date information on weather and roadway
surface conditions, location of nearest maintenance vehicle, time of last
treatment or plowing per segment, or type of treatment or chemicals applied. It
should also include systems on-board the maintenance vehicles that provide
vehicle location, the ability for automated environmental recording, and
automated recording of operational data (e.g., spreader on/off). Systems installed on-board snowplows and other winter maintenance
vehicles to assist the operator in lane following and detecting obstructions. Systems to facilitate efficient use and scheduling of resources to
perform routine infrastructure maintenance, such as striping, patching,
installation, and other repairs. It should also include systems on-board
maintenance vehicles for automated logging of observed maintenance needs. Systems to facilitate coordination of operations and maintenance
activities within and between agencies, such as sharing information about
affected roadways and anticipated duration, or sharing resources. Systems to facilitate management of operations and maintenance
assets, such as the type, location, failure rates, and maintenance schedules of
equipment, infrastructure, and the roadway. These systems should provide
predication of when failures will occur so that preventative maintenance can be
performed. Systems to support enhanced allocation, dispatch and use of
operations and maintenance resources during natural events or disasters, such
as roadway icing, flooding, avalanches, and mud slides. Systems to support operations and maintenance activities, such as
dispatching and pre-positioning of equipment and resources during seasonal
events, such as agricultural equipment movements during harvesting or traffic
conditions during ski season, or during planned special events, such as traffic
conditions around fairs or cultural events. It should include coordination with
the private sector, such as event operators, where appropriate. Systems to detect, verify and assess incident severity, and to
provide a coordinated response to incidents. Approach should emphasize
inter-agency coordination and communications and should consider emergency
situations, such as hazardous material spills. Systems to provide vehicle operators and dispatchers with
real-time routing information, for example, relating to congestion, incidents,
or fixed and temporary roadway restrictions, and real-time information relating
to predicted equipment failures. Could also support other traveler information
systems. Systems to provide information on the location and status of
vehicles in public fleets operating in various types of terrain such as
mountains, including information about predicted failures of the vehicle or its
on-board equipment. Systems to support route planning, scheduling and dispatching of
vehicles in public fleets. They should include inter-agency communications
(e.g., for a highway patrol officer responding to a crash and finding the
roadway icy to request a gritting truck). Information on destination locations, such as remote rural
residences, that are not available through existing, traditional sources, used
to support a variety of systems. Systems to provide video monitoring of activities at remote sites
(potentially located at widely dispersed areas), such as rest areas. Systems to provide operators of vehicles with silently activated
alarms to use in emergency situations. Systems to collect and store data on a variety of applications for
subsequent analysis and distribution. Systems should be used as the basis of
information dissemination applications Systems to provide access to databases necessary for assessing
right-of-way, as-built drawings, and other CAD information. Should be updated
regularly (e.g., to include information from recent bridge inspections). Rural
areas represent a diverse variety of terrain types ranging from mountainous areas
to desert areas located below sea level. Weather conditions for rural travelers
reflect this variety of characteristics. Some rural areas include such extreme
differences in terrain and variability of weather within a single corridor,
even within the same time frame. Weather-related crashes and delays represent a
chronic problem for some rural areas prone to abrupt changes in conditions,
terrain induced variability, and even seasonal occurrences such as spring and
summer rainstorms creating flash flood conditions. Steep mountain grades
combined with icy conditions present significant problems for commercial
vehicle operators (as well as other travelers). Long response times of
emergency services in these conditions delay vitally needed medical care, and
further exacerbate travel delays due to secondary incidents. Rural
user needs in the area of Weather focus on support to decision making prior to
trip initiation, monitoring roadway weather conditions for trips and operations
that are underway, and communicating this information to system users. Rural
user needs in this area also include providing service information to travelers
who are not able to continue their trips due to hazardous conditions. Weather
Warnings/Advisories: Information
regarding roadway and bridge surface conditions and timing that could affect
travel conditions and operating speeds in the area (e.g., snow, icing, standing
water, etc.) Information
regarding weather conditions and timing that could affect travel conditions in
the area (e.g., fog, freezing precipitation, thunderstorms, snow, tornadoes,
visibility, etc.) Education
of weather information users and providers re: the effects of weather on travel
improve the outcome of decisions for weather-impacted activities. Needs
are addressed by need category (e.g., Traffic Management). Some
particular needs include: n
Forecasts
for short term planning and observations of current weather to determine the
maximum safe speed and routing available to responders, duration of closures,
and mode choice. Surface and air responses have differing requirements. n
All
scales of information required, temporal and spatial—historical, prospective,
short-term forecast, and current conditions. There is a moving domain of
interest, starting with large area during early planning, forecasts for each
geographical and functional areas of interest, small areas for near-term and
instant case. Weather information detail varies from synoptic (winter storm, for
example) to mesoscale (thunderstorm). n
Customers
include emergency response team and emergency operations centers, victims,
responders, trauma centers, and analysts. n
Decision
making and weather information development and dissemination processes may be similar
among users; but details of the information vary. n
Some parameters of interest, forecast and
observed, include: road conditions, wind speed and direction, visibility, hazardous and severe weather. n
General
weather conditions for tourist enjoyment, regional and national scale depending
on trip length. n
Road
conditions deriving from weather effects on terrain, such as falling rock, mud
and rockslides, avalanches. n
Traveler’s
advisory usually has a short horizon for trips. Combine weather, road, and
traffic information to provide travel information. Formats should be simple for
lay-travelers, and focused on their route of travel. Weather information may be
most useful when embedded in broader indicators such as Level of Service (LOS).
n
There
is a subtle conflict between the desire of recreation/destination operators to
have weather portrayed in the most attractive light, and the need of
tourists/travelers for targeted decision support. n
Same
as previous two tracks n
Weather
effects on crew and staff scheduling are important. n
Forecast
and observed weather impacts on traffic flow. n
Inputs
to drafting of interagency agreements; e.g. permissible alternate routes
necessitated by weather variations, and what, when, where and severity effects
on traffic management actions. n
Duration
and spatial extent of weather event; effect on designation of alternate
routing. n
Weather
observations and forecasts as input to traffic models. n
Much
like Traffic Management track n
Forecasts
and observations focused on routes of particular importance. Fixed route
service removes alternate routing and schedule flexibility as options. n
Storm
effects on roadway, rail, and pedestrian needs (passengers approaching,
waiting, loading, unloading/departing). n
Thermal
effects on trackage; icing on third-rail supplies. n
Snowfall
rate, accumulation, drifting. n
Rain
and hydrology, flash flooding and scouring. n
Crash
Prevention n
Road
and bridge surface conditions, and their effects on speed. n
Visibility.
n
Spot
warning. n
Operator
education regarding the effects of weather on crash occurrence. n
Forecasts
of conditions likely to produce avalanches, mudslides. n
Weather to affect work zone scheduling,
material and its delivery, construct ability, equipment. Climatology for
planning, forecasts for scheduling, observations for reactive changes. n
Effects on facilities: power supply
(lightning), chemical storage, and resource protection. Dynamic information for travelers regarding hazards such as
falling rocks/rock slides, mudslides, avalanches, etc., pertains to all
development tracks. Weather
forecast and other systems providing appropriate information regarding weather
conditions and timing which could potentially affect transportation system
operations; and transportation user safety and efficiency. Some
particular needs include: n
Weather
information requirements should be defined by each agency’s (user) LOS
standards. LOS usually depends on functional classification of roadways. n
Information
gaps need to be filled to get sufficient observations both for diagnostic and
forecast meteorology, and for operational use; and tailoring and synergistic
(decision maker and meteorologist) integration are important. n
Cooperative
agreements are needed to provide weather information for long and short range
planning support resource management. n
Dissemination
formats must have the user in mind. n
Forecast
weather/solar effects on communications (e.g., microwave, high frequency). Shelters/Red
Cross (Weather) – Determine location and availability of sites designated as
shelters during/following natural disasters such as flooding and other
emergency events within predefined area or based on vehicle location. Some
particular needs include: n
Very
small-scale weather impacts, spot conditions, affecting driving safety and
travel time for both “traveler’s” intended route and alternates. n
Current
and arrival time destination weather conditions. n
Observations
and forecasts to support stop and restart “what if” evaluations. n
Lead
time for determining when to activate shelters for emergencies. n
Current
and forecast temperature and humidity for managing livestock stresses during
travel. n
Consistency
of language, format, and accessing of weather information across political
boundaries. Weather
Information Leveraging – Provide weather impact information on predetermined
thresholds affecting cost and safety, with dissemination methods and formats
tailored to various transportation users/stakeholders. Includes determining
availability of suitable weather products and services, and/or taking actions
to make them available. Some
particular needs include: n
Corridor
orientation, especially for very long trips, to facilitate route
selection/optimization. n
Climatology
to minimize vulnerability to flooding, pavement deterioration, avalanche, etc. Also
should optimize facilities placement. n
Weather
forecasts for “just in time” and stocking logistical practices. n
Forecasts
as the point of departure in anti-icing snow and ice control practices. n
Descriptive
weather information to support economic development. Support
to weather analysis and prediction for surface transportation: n
Systems
to enhance and share weather and road surface condition historical records and
current observations from multiple sources to support accurate and definitive
weather forecasts for surface transportation. n
Identify
any need to archive surface transportation generated weather data, and its
value in the marketplace.
1.1 Intelligent
Transportation Systems (ITS)
1.1.1 National ITS Architecture
1.2 Current
State of ITS in South Carolina
1.2.1 Advanced Traffic Management / Incident
Management
1.2.2 Commercial Vehicle Operations (CVO)
1.2.3 Electronic Toll Collection
1.2.4 Planning for ITS
2.1 References
3.1 General Capabilities
3.2 General Constraints
3.4 Assumptions and Dependencies
4.1 Emergency Service
4.1.1 Response Information
4.1.1.1
Incident Notification
4.1.1.2
Response Vehicle Location
4.1.2 En-route Services Information
4.1.2.1
En-Route Directions
4.1.2.2
Emergency Centers/Medical
4.1.2.3
Shelters/Red Cross (Weather)
4.1.2.4
Tow Services
4.1.2.5
Trauma Systems Development Plan
4.1.3 Emergency assistance
4.1.3.1
Crash Information (Data, Voice)
4.1.3.2
Emergency Notification/Response
4.1.3.3
Vehicle Location
4.1.4 System operational effectiveness
4.1.4.1
Inter-Agency Coordination (Emergency Services)
4.1.4.2
Automatic Billing
4.1.4.3
System Expansion
4.2 Tourism and Travel
4.2.1 Advisory Information
4.2.1.1
Pre-Trip Information
4.2.1.2
En-Route Directions
4.2.1.3
Roadway Traffic Conditions
4.2.1.4
Multimodal Route Information/Guidance
4.2.1.5
Service Facility Availability
4.2.1.6
Rural Addressing
4.2.1.7
Incident Warning
4.2.2 En-Route Services Information
4.2.2.1 Yellow Pages
4.2.2.2
Emergency Centers/Medical
4.2.2.3
Shelters/Red Cross (Weather)
4.2.3 Emergency Assistance
4.2.3.1
Crash/Incident Information (Data, Voice)
4.2.4 Transit Information
4.2.4.1
Transit Schedules
4.2.4.2
Public Transportation Routes/Services
4.2.4.3
Bus/Taxi Vehicle Location/Status
4.2.5 Economic Development
4.2.5.1
Business Viability
4.2.5.2
Trip Enhancement
4.2.5.3
Electronic/Multiple-Use Payment Device
4.2.6 Data Sharing
4.2.6.1
Market Data
4.3 Traffic Management
4.3.1 Advisory Information
4.3.1.1
Pre-trip and En-Route Directions
4.3.1.2
Roadway Traffic Conditions
4.3.1.3
Vehicle Location
4.3.1.4
Multimodal Route Information/Guidance
4.3.1.5
Incident Information
4.3.1.6
Emergency Evacuation Routes
4.3.1.7
Construction Information
4.3.1.8
Natural Road Closures
4.3.2 Traffic Control
4.3.2.1
Road Surface-Dynamic Warning/VSL
4.3.2.2
Work Zone Intrusion
4.3.2.3
Work zone management
4.3.2.4
Speed Warning
4.3.2.5
Reduced Speed Ahead
4.3.2.6
Bridge Warning
4.3.2.7
Signal Coordination
4.3.2.8
Road Closure Management
4.3.2.9
Seasonal Delays
4.3.2.10
Seasonal Events
4.3.2.11
Incidents
4.3.2.12
Incidents
4.3.2.13
Inter-Agency Coordination (O&M)
4.3.2.14
Inter-Agency Coordination (Alternate Routes)
4.3.2.15
Data Collection
4.3.2.16
Remote monitoring and maintenance
4.3.2.17
Statewide/Regional TOC
4.3.2.18
Virtual TOC
4.3.2.19
Entrance Fee Collection
4.3.2.20
Communications System Redundancy
4.3.3 Enforcement
4.3.3.1
Speed Enforcement
4.3.3.1
Unsafe Driving for Conditions
4.3.3.3
Remote Monitoring of Sites
4.3.4 Economic Development/Environmental Protection
4.3.4.1
Reduce High Emission (Acceleration & Deceleration)
4.3.4.2
Reduce Vehicle Trips (Emissions)
4.2.4.3
Reduce VMT (Emissions)
4.3.5 Data Sharing
4.3.5.1
Market Data
4.4 Transit and Mobility
4.4.1 Transit Management
4.4.1.1
Vehicle Location
4.4.1.2
Automated Scheduling
4.4.1.3
Computer Aided Dispatch (CAD)
4.4.1.4
Geographic Information
4.4.1.5
Advanced Communications
4.4.1.6
En-Route Directions
4.4.1.7
Roadway Conditions
4.4.1.8
Rural Addressing
4.4.2 Traveler Information
4.4.2.1
Pre-Trip Traveler Information
4.4.2.2
In-Terminal/Wayside Traveler Information
4.4.2.3
In-Vehicle Traveler Information
4.4.2.4
Vehicle Location and Estimated Time to Arrival
4.4.2.5
Multimodal Traveler Information/Guidance
4.4.2.6
Automatic Callback
4.4.2.7
Emergency Trip Cancellation
4.4.2.8
Emergency Driver Communication
4.4.3 Electronic Fare Payment
4.4.3.1
Electronic Fare Payment
4.4.3.2
Multiple-Use Payment Device
4.4.4 System Operational Effectiveness
4.4.4.1
Service Coordination
4.4.4.2
Service Planning and Evaluation
4.4.4.3
Trip Reliability
4.4.4.4
Transit Maintenance
4.4.4.5
Training
4.4.5 Data Sharing
4.4.5.1
Roadway Conditions
4.4.5.2
Regional Traveler Information
4.4.5.3
Planning Information
4.5 Crash Prevention and Security
4.5.1
Collision Avoidance
4.5.1.1
Collision Avoidance
4.5.1.2
Foreign Objects/Obstructions in the Roadway
4.5.1.3
Perimeter Detection
4.5.1.4
Animal Deterrence
4.5.1.5
Terrain Hazard Advisory
4.5.1.6
Roadway Traffic Conditions
4.5.1.7
Roadway Enhancement/Shoulder Detection
4.5.1.8
Driver Status
4.5.1.9
Driver Enhancement
4.5.2
Roadway Geometrics
4.5.3
Roadway/Weather Information Systems (RWIS)
4.5.3.1
Roadway/Weather Information Systems (RWIS)
4.5.3.2
Road Surface Dynamic Warning [Variable Speed Limit (VSL)]
4.5.3.3
Speed Enforcement of Unsafe Driving Conditions
4.5.4
Work Zone Control/Advisory System
4.5.4.1
Work Zone Control/Advisory Systems
4.5.5
Highway-Rail Intersection (HRI) Crossings
4.5.5.1
Overall Category Definition
4.5.5.2
Rail/Vehicle Conflict Advisory & Control
4.5.5.3
Train Detection/Notification
4.5.5.4
Rail Crossing
4.5.6
Vehicle Pre-Emption
4.5.7
Security
4.5.7.1
Overall Category Definition
4.5.7.2
Remote Monitoring of Sites
4.5.7.3
Vehicle Location
4.5.7.4
Individual Location
4.5.7.5
Silent Alarms
4.5.8
Data Sharing
4.6 Operations and Maintenance
4.6.1
Infrastructure management
4.6.1.1
Infrastructure Inventory and Condition Monitoring
4.6.1.2
Work Zone Location Information
4.6.1.3
Portable System Resource Management
4.6.2
Roadway condition monitoring
4.6.2.1
Roadway Traffic Conditions
4.6.2.2
Roadway Surface and Atmospheric Conditions
4.6.3
Safety management
4.6.3.1
Smart Work Zones
4.6.4
System maintenance effectiveness
4.6.4.1
Winter Weather Maintenance
4.6.4.2
Winter Weather Maintenance Safety
4.6.4.3
Infrastructure Maintenance
4.6.5
System Operations Effectiveness
4.6.5.1
Inter-Agency Coordination
4.6.5.2
Asset Management
4.6.5.3
Natural Events Management
4.6.5.4
Seasonal and Planned Events Management
4.6.5.5
Incident Management
4.6.6
Public fleet management
4.6.6.1
Real-Time Information
4.6.6.2
Vehicle Location and Status
4.6.6.3
Computer-Aided Dispatching
4.6.6.4
Rural Addressing
4.6.7
Security
4.6.7.1
Remote Monitoring of Sites
4.6.7.2
Silent Alarms
4.6.8
Data collection and sharing
4.6.8.1
Performance and Planning Data
4.6.8.2
Infrastructure Information
4.7 Surface Transportation Weather
4.7.1
Advisory Information
4.7.1.1
Emergency Services
4.7.1.2
Tourism/Traveler
4.7.1.3
Traffic Management
4.7.1.4
Transit and Mobility
4.7.1.5
Operations and Maintenance
4.7.1.6
Terrain Hazard Advisory
4.7.2
System Operational Effectiveness
4.7.3
En-Route Services Information
4.7.4
Leveraging Weather Information to Cost Containment, Profitability, and Safe
Operations/Travel
4.7.5
Data Sharing