the u.s. department of transportation

The U.S. Department of Transportation

Through the Intermodal Surface Transportation Efficiency Act of1991, Congress gave the U.S. Department of Transportation theresponsibility of providing leadership and guidance necessary toensure national IVHS compatibility. To achieve this compatibility,USDOT has initiated a program to develop a National IVHSArchitecture.

IVHS AMERICA

The Intelligent Vehicle-Highway Society of America is a non-profiteducational and scientific association incorporated in August 1990.IVHS AMERICA’s mission is to accelerate the deployment ofIVHS in the U.S. and is chartered as a utilized Federal AdvisoryCommittee to the U.S. Department of Transportation. In 1992,IVHS AMERICA identified the development of a national IVHSarchitecture as the program’s top priority.

INTERIM STATUS REPORT

FOREWORD

A major national initiative is underway to apply proven information,communications and control technologies to surface transportation toimprove its efficiency and reduce its negative impacts. Collectively,these applications are known as Intelligent Vehicle-Highway Sys-tems-or IVHS-and are expected to create a $200 billion industryover the next 20 years.

IVHS will be applied to all types of vehicles (trucks, buses and cars),to information devices (signs, computers, kiosks, and hand-helddevices), and to all parts of the surface transportation system (freeways,urban arterials, rural roads, transit stations, ports, and intermodalconnections). Deploying IVHS can improve safety, reduce congestion,improve mobility and accessability, reduce environmental impact andincrease energy efficiency, improve economic productivity and createa domestic IVHS industry.

The U.S. Department of Transportation (USDOT) and the IntelligentVehicle-Highway Society of America (IVHS AMERICA) are workingwith many organizations at the national and international levels tomake IVHS a reality.

However, decisions on the nature and extent of IVHS implementationwill be made primarily by state, regional and local agencies, productand service providers, transit and commercial fleet operators, consum-ers and public interest groups-not USDOT and IVHS AMERICA. Theultimate course of IVHS will depend upon the collective efforts ofthese “stakeholders.”

Our transportation system is national in scope, with people and goodsable to move across jurisdictional boundaries with ease. To continue tofoster this free movement, Congress has directed USDOT to ensure thenationwide compatibility of IVHS. To achieve this compatibility,

APRIL 1994 i

IVHS ARCHITECTURE DEVELOPMENT PROGRAM

USDOT is in the early stages of a program to develop a commonIVHS framework-a system architecture. Four alternative architecturesare being studied as part of the IVHS Architecture DevelopmentProgram, with the goal of establishing a national IVHS architecture bymid- 1996.

To be effective, the IVHS architecture must meet and balance theneeds of many different stakeholders or run the risk of losing theopportunity to deploy IVHS in a coherent, integrated manner. There-fore, we are all IVHS stakeholders. The architecture developmentprogram has been designed to foster active stakeholder involvement todeliver an architecture that is acceptable to stakeholders, advances theirinterests and addresses their concerns.

This document provides the latest information on the IVHS Archi-tecture Development Program, highlighting the four architectures beingdeveloped. This document also contains a mechanism by whichstakeholders can give feedback. The feedback will both help refine thearchitectures and enable succeeding review cycles to focus on issuesthat are of primary interest to stakeholders.

ii APRIL 1994

INTERIM STATUS REPORT.

TABLE OF CONTENTS

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i

BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

THE IVHS ARCHITECTURE DEVELOPMENT PROGRAM . 5

USERSERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 11

STAKEHOLDER EVALUATION - IMPLICATIONS . . . . . . . 19

ARCHITECTURE CONCEPTS . . . . . . . . . . . . . . . . . . . . . . . 23HUGHES AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . 25LORAL-IBMM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37ROCKWELL INTERNATIONAL . . . . . . . . . . . . . . . . . . . 49WESTINGHOUSE ELECTRIC . . . . . . . . . . . . . . . . . . . . 61

FEEDBACK . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

APRIL 1994 . . .III


BACKGROUND

Surface transportation in the United States is at a crossroads. Themobility we prize so highly is threatened. Many of the nation’s roadsare badly clogged. Congestion continues to increase, and the conven-tional approach of the pas-building more roads-will not work inmany areas of the country, for both financial and environmentalreasons.

Safety continues to be a prime concern. In 1991, 41,000 people diedin traffic accidents, and more than 5 million were injured. Publictransportation systems, chronically short of funds, are seen by many asan unattractive alternative to driving.

Congestion takes its toll, too, in lost productivity, costing the nationbillions annually. Traffic accidents-many caused by congestionitself-drain away billions more each year. Dollars alone can’t measurethe loss of life or consequences of long-term injury. There are alsoother costs. For example, inefficient movement of vehicles reducesproductivity, wastes energy, and increases emissions; trucks, buses, andautomobiles idled in traffic waste billions of gallons of fuel andneedlessly emit tons of pollutants each year.

Recognition of these problems led to the passage of the IntermodalSurface Transportation Efficiency Act of 1991 (ISTEA). The purposeof ISTEA is clearly annunciated in its statement of policy: “...todevelop a National Intermodal Transportation System that iseconomically efficient and environmentally sound, provides thefoundation for the Nation to compete in the global economy, and willmove people and goods in an energy efficient manner.”

There is no single answer to the set of complex transportation problemsthat confront us. But a group of technologies known as IntelligentVehicle-Highway Systems (IVHS) can help tremendously in meeting

APRIL 1994 1

IVHS ARCHlTECTURE DEVELOPMENT PROGRAM

Goals for IVHSin the U.S.

* Improved safetyl Reduced congestionl increased and higher quality mobilityl Reduced environmental impactl Improved energy efficiencyl Improved economic productivityl A viable U.S. IVHS industry

the goals of ISTEA. Indeed, Congress recognized this in the Act byauthorizing a $660 million IVHS program as part of ISTEA. IVHS iscomposed of a number of technologies, including informationprocessing, communications, control, and electronics. Intelligentlyjoining these technologies to our transportation system can save lives,time, and money, improving our quality of life.

IVHS can improve safety, reduce congestion, enhance mobility,minimize environmental impact, save energy, and promote economicproductivity in our transportation system. It will multiply theeffectiveness of future spending on highway construction and mainte-nance and will increase the attractiveness of public transportation.IVHS will be as basic a transportation raw material as concrete,asphalt, or steel rail.

IVHS is not a distant vision. Already, real systems, products, andservices are being tested throughout the U.S. Some first-generationsystems are on the market or in the final stages of development. Morethan 20 real-world operational tests are now under way or are plannedas federal/state/private ventures to evaluate more advanced IVHSconcepts and components.

Over the next 20 years, a national IVHS program could have a greatersocietal impact than even the Interstate Highway System. As with theInterstate, effects are difficult to predict at the outset of the program.Still, it is clear that IVHS can yield substantial benefits widelydistributed among our society. There are benefits, for instance, for ruraldrivers as well as those in congested metropolitan areas; for older aswell as younger drivers; and for the current riders of public transporta-tion systems as well as those who will be attracted to publictransportation by the enhancements that IVHS helps make possible.

Because of the anticipated scale of the economic, legal, and socialeffects of IVHS, it is important that there be penetrating, systematicevaluation of IVHS, particularly in its formative stages. To achieve thissystematic evaluation at the national level, a program planning processhas been established by which all interested parties in IVHS can worktogether to implement IVHS. An early outcome of the planning processwas the identification of a number of capabilities-“user services”-that, if deployed, will collectively meet the goals of IVHS.

Currently, there are 28 user services which fall into the following sixgeneral areas. These services and service areas may change over timeas more information is gained from tests and more groups get involvedin IVHS.

2 APRIL 1994


IVHS User ServicesTravel and Traffic Managementl Pre Trip Travel Informationl En Route Driver Informationl Traveler Services Informationl Route Guidancel Ride Matching and Reservationl Incident Managementl Travel Demand Managementl Traffic ControlPublic Transportation Managementl En Route Transit Informationl Public Transportation Management- Personalized Public Transitl Public Travel SecurityElectronic Payment- Electronic Payment ServicesCommercial Vehicle Operationsl Commercial Vehicle Electronic

Clearancel Automated Roadside Safety

Inspectionl Commercial Vehicle Administrative

Processesl On-Board Safety Monitoring- Commercial Fleet Managementl Hazardous Material Incident

NotificationEmergency Managementl Emergency Vehicle Managementl Emergency Notification and

Personal SecurityAdvanced Vehicle Safety Systemsl Longitudinal Collision Avoidancel Lateral Collision Avoidance- Intersection Collision Avoidancel Vision Enhancement for Crash

Avoidancel Safety Readinessl Pre-Crash Restraint Deployment- Automated Vehicle Operation

Travel and Traffic Management services provide an array ofinformation services to help travelers plan trips and avoid delays. Thiscategory of services also encourages the use of high occupancyvehicles and provides traffic control procedures and mechanisms.

Public Transportation Management improves the efficiency, safety,and effectiveness of public transportation systems for providers andcustomers alike. This category of services will make publictransportation more attractive to potential customers.

Electronic Payment services will link all modes of transportation(intermodal transportation) under one simple, convenient paymentsystem. This new system will help reduce delays in fee collection andprovide accurate data for systems management.

Commercial Vehicle Operations will help streamline administrativeprocedures, improve safety, and help efficiently manage commercialfleets.

Emergency Management services help improve emergency noti-fication and response times and enhance resource allocation.

Advanced Vehicle Safety Systems provide various forms of collisionavoidance and safety precautions. Automated vehicles remain a longerterm objective.

IVHS development is moving rapidly and products are already comingto market in many of these areas. Requirements for some areas areevolving in parallel with development in others. The goal, nonetheless,is a well-integrated system in which the services are all linkedpractically and cost-effectively to provide greater capabilities thancould be achieved separately.

This document focuses on a major initiative in the IVHS programaimed at achieving the goal of an integrated system for IVHSapplications - the IVHS Architecture Development Program. Thisdocument serves as a status report on the architecture developmentprogram as well as a mechanism for those interested, to providefeedback on the progress to date.

APRIL 1994 3


THE IVHS ARCHITECTUREDEVELOPMENT PROGRAM

The Intermodal Surface Transportation Efficiency Act of 199 1 (ISTEA)gives USDOT the responsibility of providing the leadership andguidance necessary to ensure national IVHS compatibility over the longterm. That compatibility relies upon establishing a unifying nationalIVHS architecture.

A thoughtfully designed IVHS architecture will ensure that thedeployment of IVHS user services occurs within the most sensiblesystem framework. It will also ensure that a nationally compatiblesystem linking all modes of transportation emerges, instead of local orregional pockets of IVHS that will not accommodate intercity travel orcross-country goods movements.

The establishment of a national IVHS architecture will not only ensurenational compatibility but also be beneficial to individual stakeholders.An architecture will allow stakeholders to adopt the elements of IVHSin the manner and timeframe of their choosing, enable these elementsto be supplied by multiple vendors, serve as the foundation forstandards that can reduce duplication of effort by the stakeholders,speed the introduction of IVHS products and services and reduce therisk for the private sector developing these products and services.

Schedule USDOT has initiated the National IVHS Architecture DevelopmentProgram. In September 1993, USDOT selected teams led by HughesAircraft, Loral-IBM, Rockwell International, and Westinghouse Electricto each develop an alternative IVHS architecture. Each architecture isbased on a twenty year planning horizon (1992-2012) and addresses thecurrent set of User Services. The program is proceeding in two phases.Phase I will last 15 months from September 1993 to December 1994.

APRIL 1994 5


System Architecture and IVHS

What is a System Architecture?

/ System engineering methodologies have been created to develop and implementlarge multi-faceted systems like IVHS. These methodologies are commonly usedin defense and aerospace programs and in technology-based commercial systems,such as computers and communications, “The initial step common to the initiationof major new systems is the development of a system architecture.

/ A system architecture is the framework that describes how system componentsinteract and work together to achieve total system goals. It describes the systemoperation, what each component of the system does and what information isexchanged among the components.

/ A system architecture is different from a system design. Within the framework ofan architecture, many different designs can be implemented. Home stereo systemsprovide a good example of the importance of establishing an architectureConsumers, or users, determine what capabilities they want in a stereo system(e.g.+ compact disk, tape player or turntable) Based on cost and performance.Since the home stereo industry has an established architecture, product suppliersoffer components that consumers know will work together.

IVHS Architecture

/ The development of an architecture is a systematic process. I t involvesunderstanding goals, requirements, different operational concepts, and enablingtechnologies to provide Important system capabilities, The User Services can bethought of as the requirements of an IVHS architecture.

/ A well-defined IVHS architecture will accommodate different levels of implem-entation, different system designs, and flexibility to allow system evolution overtime. This allows different goals to be supported across many regions. Forexample, different user services will be important to rural and urban areas.

/ In addition, the well-developed IVHS architecture will:

. Foster evolutionary development of IVHS that readily accommodates newproducts as needs and goals change and technology advances;

l Reduce the cost of individual components by clearly defining their functions,encouraging competition by the private sector; and

l Identify necessary interfaces between components, an essential step towarddefining common interface standards & protocols.

6 APRIL 1994

Organizational Structure

and will result in multiple architecture definitions. The teams with themost promising architectures will continue into Phase II. Lasting 19months from December 1994 to July 1996, Phase II will focus ondetailed evaluation of the remaining alternatives. Throughout bothphases, the consortia will have the opportunity to refine theirarchitectures as they gain further knowledge and insight. At theconclusion of Phase II in mid-1996, a national IVHS architecture willemerge. This program is based on, and tracks with, a recommendedapproach from IVHS AMERICA.

Management of the Architecture Development Program is vested in theUSDOT Architecture Team, comprised of representatives fromUSDOT’s Federal Highway Administration, Federal TransitAdministration, and National Highway Traffic Safety Administration,as well as MITRE Corporation. The Jet Propulsion Laboratory has beenselected by USDOT to serve as the Architecture Manager, providingday-to-day management oversight of the teams. A team of privatesector and academic technical experts-the Technical ReviewTeam-will review the technical soundness of the architecturealternatives submitted by the teams at certain program milestones. Aconsensus building team, staffed jointly by USDOT and IVHSAMERICA, will transmit information to and receive feedback frominterests outside the technical development program.

Organizational Structure

USDOT Architecture Team

Architecture Manager(Jet Propulsion Laboratory)

Consensus Building It is vital that the architecture be designed in a systematic fashion sothat all issues are addressed openly and directly, rather than having thearchitecture evolve in an ad hoc fashion. During the architecturedevelopment program, the key to success will be involving majorstakeholders-those directly affected or influenced by the introduction

APRIL 1994 7

of IVHS- in the decision-making process. Those who will use, design,build, operate, maintain, and be impacted by these systems must jointlydecide upon a common system architecture.

These stakeholders have helped design, a consensus building processto gain cooperation among many classes of stakeholders in achievingthe goal of a nationally compatible intelligent transportation system.Since critical policy issues are being addressed by the architecturealternatives, the consensus building process allows-and ensures-thatstakeholders are aware of these policy issues and are able to providemeaningful feedback and input as it relates to these issues.

Four mechanisms are being used to interact with IVHS stakeholders:

n IVHS Architecture Consensus Task Force. Comprised ofapproximately 40 IVHS stakeholders, primarily associations/societies and interest groups, the Task Force will transmitinformation to and present feedback from their consti-tuents.Representation on the Task Force is expected to evolve as theprogram progresses.

. Regional Architecture Forums. During each “review cycle”, (seebelow) public meetings will be held in the ten USDOT regions topresent the current status of the architecture alternatives and allowlocal feedback.

. IVHS AMERICA. The technical committees of IVHS AMERICAwill be provided with information and will generate feedback on thearchitecture alternatives.

n Focus Groups. As appropriate, focus groups will be conducted toprovide a better understanding of key issues and the views of keystakeholders.

Consensus building activities will focus around four major programmilestones. At these points, or “review cycles”, the latest informationon the developing alternatives, along with mechanisms to providefeedback, will be made available to the stakeholders through theaforementioned mechanisms. The goals of these review cycles and theirdates are as follows:

1. April/May 1994 - Overviews of the four architectures beingdeveloped and the socioeconomic implications being considered intheir development will be presented. Feedback will refine thearchitectures and identify issues that are of primary interest tostakeholders.

a APRIL 1994


2. November 1994 - Refined architectures will be presented.Feedback will help narrow the four architectures to the mostpromising.

3. June 1995 - The remaining architectures will be presented infurther detail, along with evaluation results. Feedback will be usedto make final refinements.

4. May 1996 - The final architectures will be presented. Feedbackwill aid in determining which is chosen as the national IVHSarchitecture.

The consensus building process will aim to develop general supportwithin the broad stakeholder community behind the ultimate nationalarchitecture; since it is not possible to obtain total agreement by allstakeholders on all facets of the selected architecture.

IVHS Architecture Consensus Task Force. American Association of Motor . Institute of Transportation Engineers

Vehicle Administrators . International Bridge, Tunnel and Turnpike. American Association of State Highway Association

and Transportation Officials . International Taxicab and Livery Association. American Association of Port Authorities . IVHS Canada. American Association of Retired Persons . National Association of County Officials. American Automobile Association . National Association of Governors’. American Automobile Manufacturers Association Highway Safety Representatives. American Bus Association . National Association of Regional Councils. American Consulting Engineer Council . National Conference of State Legislatures. American Electronics Association . National Emergency Number Association. American Portland Cement Alliance . National Governors’ Association. American Public Transit Association . National Industrial Transportation League. American Public Works Association . National League of Cities. American Road and Transportation . National Private Truck Council

Builders Association . National Safety Council. American Trucking Associations Foundation . Public Technology, Inc.. Association of American Railroads . State and Territorial Air Pollution Program. Council of Standards Organizations Administration/Association of. Council of University Transportation Centers Local Air Pollution Control Officials. Electronic Industries Association . Surface Transportation Policy Project. Environmental Defense Fund . Telecommunications Industry Association. Human Factors & Ergonomics Society . United Bus Owners of America

. United States Chamber of Commerce

APRIL 1994 9


Status The first program milestone has arrived. The focus of the review cyclecurrently underway is to provide stakeholders a first look at thedeveloping architecture alternatives, focusing on the current thinkingof what capabilities will be accommodated, IVHS User Services, andan initial set of high-level factors, called Implications, that defineimportant stakeholder interests and help highlight strengths andweaknesses of the architecture alternatives. This information will allowstakeholders to provide meaningful feedback that will both improve thearchitectures and enable succeeding review cycles to focus on theissues that are of interest to stakeholders.

Dates and Locations of Regional Architecture Forums

SeattleDenver

(May 9 .19941ChicagoI M o y 4 . 1 9 9 4 )

New York Cltv(April

San Francisco

Kansas Ctty(May 6, 1994)

IVHS AMERICA Committees and Task Forces

Advanced Public Transportation SystemsAdvanced Rural Transportation SystemsAdvanced Traffic Management SystemsAdvanced Traveler Information SystemsAdvanced Vehicle Control SystemsBenefits, Evaluation and CostsCommercial Vehicle OperationsEnergy and Environment

Institutional IssuesLegal IssuesSafety and Human FactorsStandards and ProtocolsSystem ArchitectureCommunications Spectrum Task ForceSocietal Implications Task ForceTravel Demand and Telecommuting Task Force

10 APRIL 1994


USERSERVICES

To achieve IVHS goals, a number of capabilities, or “user services”have been identified. There are currently 28 services in the broad areasof Travel and Traffic Management, Public Transportation Management,Electronic Payment, Commercial Vehicle Operations, EmergencyManagement, and Advanced Vehicle Safety Systems. While stillevolving, these services collectively define near, mid, and long termcapabilities that will likely comprise IVHS. Consequently, eacharchitecture alternative will address all of the following 28 user services.

Travel and Traffic Management

PRE-TRIP TRAVEL INFORMATION Travelers access a complete range of intermodal transportationinformation at home, work, and other major sites where trips originate.For example, timely information on transit routes, schedules, transfers

Provides information for selecting theand fares, and ride matching services are included. Real-timeinformation on accidents, road construction, alternate routes, trafficspeeds along given routes, parking conditions, event schedules, andweather information complete the service. Based on this information,the traveler can select the best departure time, route and modes oftravel, or decide to postpone or not to make the trip at all. Reducingcongestion and improving mobility benefits all potential travelers.

EN-ROUTE DRIVER INFORMATION Driver advisories are similar to pre-trip planning information, but are

Driver advisories and in-vehicle signingprovided once travel begins.Driver advisories convey information

and about traffic conditions incidents, construction, transit schedules, andweather conditions to drivers of personal, commercial and public transitvehicles. This information allows a driver to select the best route, orshift to another mode mid-trip if desired.

APRIL 1994 11


In-vehicle signing, the second component of en-route driverinformation, would provide the same types of information found onphysical road signs today, directly in the vehicle. The service could beextended to include warnings of road conditions and safe speeds forspecific types of vehicles (e.g., autos, buses, large trucks), but potentialusers include drivers of all types of vehicles. This service might beespecially useful to elderly drivers, or in rural areas with large numbersof tourists and unusual or hazardous roadway conditions.

TRAVELER SERVICES INFORMATION Provides quick access to travel related services and facilities. Examplesof information that might be included are the location, operating hours,and availability of food, parking, auto repair, hospitals, and policefacilities. Traveler services information would be accessible in the

Provides a reference directory, of home, office or other public locations to help plan trips, and might alsobe available en route. When fully deployed, this service will connectusers and providers interactively, to request and provide neededinformation. A comprehensive, integrated service could supportfinancial transactions like automatic billing for purchases.

IVHS User ServicesTravel and Traffic Management Commercial Vehicle Operations

l Pre-Trip Travel Information l Commercial Vehicle Electronic Clearancel En-Route Driver Information l Automated Roadside Safety Inspectionl Traveler Services Information l Commercial Vehicle Administrative Processesl Route Guidance l On-Board Safety Monitoringl Ride Matching and Reservation l Commercial Fleet Managementl Incident Management l Hazardous Material Incident Notificationl Travel Demand Management Emergency Managementl Traffic Control l Emergency Vehicle Management

Public Transportation Management l Emergency Notification and Personal Securityl En Route Transit Information Advanced Vehicle Safety Systemsl Public Transportation Management l Longitudinal Collision Avoidancel Personalized Public Transit l Lateral Collision Avoidancel Public Travel Security l Intersection Collision Avoidance

Electronic Payment l Vision Enhancement for Crash Avoidancel Electronic Payment Services l Safety Readiness

l Pre-Crash Restraint Deploymentl Automated Vehicle Operation

12 APRIL 1994


ROUTE GUIDANCE

Provides travelers with simpleinstructions on how to reach their

destinations.

Makes ride sharing more convenient.

INCIDENT MANAGEMENT

Helps officials quickly identify incidents

TRAVEL DEMAND MANAGEMENT

Supports policies and regulationsdesigned to mitigate the environmentaland social impacts of traffic congestion.

Provides a suggested route to reach a specified destination. Early routeguidance systems will be based on static information about theroadway network, transit schedules, etc. When fully deployed, routeguidance systems will provide travelers with directions to theirdestinations based on real-time information about the transportationsystem. The route guidance service will consider traffic conditions,status and schedule of transit systems, and road closures in developingthe best route. Directions will generally consist of simple instructionson turns or other upcoming maneuvers. Users of the service include notonly drivers of all types of vehicles, but also non-vehicular travelers,such as pedestrians or bicyclists, who could get specialized routeguidance from a hand-held device.

Provides real-time ride matching information and reservations to usersin their homes, offices or other locations, and assists transportationproviders with vehicle assignments and scheduling. The service willalso provide a clearinghouse for financial transactions. This will expandthe market for ridesharing as an alternative to single occupantautomobile travel, and will provide for enhanced alternatives for specialpopulation groups, such as the elderly or the handicapped. Convenientride sharing is especially important to commuters.

Enhances existing capabilities for detecting incidents and taking theappropriate actions in response to them. The service will help officialsquickly and accurately identify a variety of incidents, and to implementa response which minimizes the effects of these incidents on themovement of people and goods. Traffic movement adjustments over awide area would be executed through the Traffic Control user service,while decisions at the site of the incident will be made by policeagencies. In addition, the service will help officials to predict traffic orhighway conditions so that they can take action in advance to preventpotential incidents or minimize their impacts. While the users of thisservice are primarily public officials, commercial and transit operators,and the traveling public all benefit from improved incidentmanagement capabilities.

Generates and communicates management and control strategies thatsupport the implementation of programs to (1) reduce the number ofindividuals who choose to drive alone, especially to work, (2) increasethe use of high occupancy vehicles and transit, (3) reduce the impactsof high polluting vehicles, and (4) provide a variety of mobility optionsfor those who wish to travel in a more efficient manner, for examplein non-peak periods. The service allows employers to betteraccommodate the needs and lifestyles of employees by encouragingalternative work arrangements such as variable work hours, compressed

APRIL 1994 13

IVHS ARCHITECTURE DEVELOPMENT PROGRAM.

TRAFFIC CONTROL

Manages the movement of traffic onstreets and highways.

EN ROUTE TRANSIT INFORMATION

Provides information to travelers usingpublic transportation after they begin

their trips.

PUBLIC TRANSPORTATION

MANAGEMENT

operations, planning, andmanagement functions of public transit

systems.

work weeks, and telecommuting. Travel demand management strategiescould ultimately be applied dynamically, when congestion or pollutionconditions warrant. For example, disincentives such as increased tollsand parking fees could be applied during pollution alerts or whenmajor incidents occur, while transit fares would be lowered toaccommodate the increased number of travelers changing modes fromdriving alone. Such strategies will reduce the negative impacts oftraffic congestion on the environment and overall quality of life.

Integrates and adaptively controls the freeway and surface streetsystems to improve the flow of traffic, give preference to transit andother high occupancy vehicles, and minimize congestion whilemaximizing the movement of people and goods. Through appropriatetraffic controls, the service will also promote the safety of non-vehicular travelers, such as pedestrians and bicyclists. This servicegathers data from the transportation system, fuses it into usableinformation, and uses it to determine the optimum assignment of right-of-way to vehicles and pedestrians. The real-time traffic informationcollected by the Traffic Control service also provides the foundationfor many other user services.

While the actual users of the service will generally be public transportationofficials, drivers of all types of vehicles, transit riders, pedestrians,bicyclists, and other travelers benefit from improved traffic flow.

Public Transportation Management

Provides the same type of information as pre-trip planning services,once public transportation travel begins. Real-time, accurate transitservice information on board the vehicle helps travelers make effectivetransfer decisions and itinerary modifications as needed while a trip inunderway.

Computer analysis of real-time vehicle and facility status will improveoperations and maintenance. The analysis identifies deviations fromschedule and provides potential solutions to dispatchers and drivers.Integrating this capability with the Traffic Control Service can helpmaintain transportation schedules and assure transfer connections ininter-modal transportation. Information regarding passenger loading, busrunning times, and mileage accumulated will help improve service andfacilitate administrative reporting. Automatically recording andverifying performed tasks will enhance transit personnel management.Improved efficiency benefits transit providers and customers alike.

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INTERIM STATUS REPORT-

PERSONALIZED PUBLIC TRANSIT

Flexibly routed transit vehicles offer more

PUBLIC TRAVEL SECURITY

ELECTRONIC PAYMENT SERVICES

COMMERCIAL VEHICLE ELECTRONICCLEARANCE

Facilitates domestic and international

Small publicly or privately operated vehicles operate on-demandassignments to pick up passengers who have requested service anddeliver them to their destinations. Route deviation schemes, wherevehicles would leave a fixed route for a short distance to pick up ordischarge passengers, is another way of improving service under certainconditions. These transit vehicles can consist of small buses, taxicabs,or other small shared ride vehicles. They can essentially provide“door-to-door” service, expanding a route’s coverage area in lesspopulated locations and neighborhoods. This service can potentiallyprovide transportation at lower cost and with greater convenience thanconventional fixed route transit.

Systems monitor the environment in transit stations, parking lots, busstops, and transit vehicles and generate alarms either automatically ormanually as necessary. This improves security for both transit ridersand operators. Transportation agencies and authorities can integrate thisuser service with other anti-crime plans.

Electronic Payment

Will foster intermodal travel by providing a common electronic pay-ment medium for all transportation modes and functions, includingtolls, transit fares, and parking. A common service fee and paymentstructure, employing multi-use “smart cards”, could integrate all modesof transportation including roadway pricing options. The flexibilityelectronic payment services offer will have an impact on travel demandmanagement. In particular, they will enable relatively easy applicationof road pricing policies and could significantly influence departuretimes and mode selection. Electronic payment’s primary benefit isconvenience for all travelers and transportation providers.

Commercial Vehicle Operations

This service will enable transponder-equipped trucks and buses to havetheir safety status, credentials, and weight checked at mainline speeds.Vehicles that are safe and legal and have no outstanding out-of-servicecitations will be allowed to pass the inspection/weigh facility withoutdelay.

By working with Mexico and Canada, a more efficient traffic flowwould be provided at border crossings and the deployment oftechnologies in these countries could ultimately prevent overweight,unsafe, or improperly registered vehicles from entering the UnitedStates. Truckers, shippers, and regulators will all benefit from improvedproductivity.

APRIL 1994 15


AUTOMATED ROADSIDE SAFETYINSPECTION

I Facilitates roadside inspections.

COMMERCIAL VEHICLEADMIN ISTRATIVE P R O C E S S E S

Provides electronic purchasing of

ON-BOARD S A F E T Y MONITORING

Senses the safety status of acommercial vehicle, cargo, and driver.

COMMERCIAL FLEET M A N A G E M E N T

Automated roadside inspections would allow “real-time” access at theroadside to the safety performance record of carriers, vehicles, anddrivers. Such access will help determine which vehicle or driver shouldbe stopped for an inspection, as well as ensuring timely correction ofpreviously identified problems.

It would, for example, allow for more rapid and accurate inspection ofbrake performance at the roadside. Through the use of sensors anddiagnostics, it would efficiently check vehicle systems and driverrequirements and ultimately driver alertness and fitness for duty.Improved safety benefits truckers, shippers and regulators.

Electronically purchasing credentials would provide the carrier with thecapability to electronically purchase annual and temporary credentialsvia computer link. It will reduce burdensome paperwork and processingtime for both the states and the motor carriers.

For automated mileage and fuel reporting and auditing, this servicewould enable participating interstate carriers to electronically capturemileage, fuel purchased, trip, and vehicle data by state. It would alsoautomatically determine mileage traveled and fuel purchased in eachstate, for use by the carrier in preparing fuel tax and registration reportsto the states. Currently, the administrative burden on carriers to collectand report mileage and fuel purchased within each state is significant.This service would significantly reduce the cost for collecting bothtypes of data.

On-board systems would monitor the safety status of a vehicle, cargo,and driver at mainline speeds. Vehicle monitoring would includesensing and collecting data on the condition of critical vehiclecomponents such as brakes, tires, and lights, and determiningthresholds for warnings and countermeasures. Cargo monitoring wouldinvolve sensing unsafe conditions relating to vehicle cargo, such asshifts in cargo while the vehicle is in operation. Driver monitoring isenvisioned to include the monitoring of driving time and alertnessusing non-intrusive technology and the development of warningsystems for the driver, the carrier, and the enforcement official. Awarning of unsafe condition would first be provided to the driver, thento the carrier and roadside enforcement officials and would possiblyprevent an accident before it happens. This service would minimizedriver and equipment-related accidents for participating carriers.

The availability of real-time traffic information and vehicle location forcommercial vehicles would help dispatchers to better manage fleetoperations by helping their drivers to avoid congested areas and would

16 APRIL 1994


Provides communications betweendrivers, dispatchers, and intermodal

transportation providers.

HAZARDOUS MATERIALS ANDINCIDENT NOTIFICATION

Provides immediate notification of an

assistance.incident and immediate request for

EMERGENCY VEHICLE MANAGEMENT

Reduces the time it takes to respond toincident notification.

EMERGENCY NOTIFICATION ANDPERSONAL SECURITY

Provides immediate notification of anincident and an immediate request for

LONGITUDINAL COLLISIONAVOIDANCE

Helps prevent head-on and rear-endcollisions between vehicles and other

objects or pedestrians

LATERAL COLLISION AVOIDANCE

Helps prevent collisions when vehicles

also improve the reliability and efficiency of carriers’ pickup-and-deliveryoperations. The benefits from this service would be substantial for thoseintermodal and timesensitive fleets that can use these IVHS technologiesto make their operations more efficient and reliable.

Enhances the safety of shipments of hazardous materials by providingenforcement and response teams with timely, accurate information oncargo contents to enable them to react properly in emergencysituations. The system would focus on determining when an incidentinvolving a truck carrying hazardous material occurs, the nature andlocation of the incident, and the material or combination of materialsinvolved so that the incident can be handled properly.

Emergency ManagementThis user service includes three capabilities: fleet management, routeguidance, and signal priority. Fleet management will improve thedisplay of emergency vehicle locations and help dispatchers efficientlytask the units that can most quickly reach an incident site. Routeguidance directs emergency vehicles to an incident location. Signalpriority clears traffic signals in an emergency vehicle’s route. Primaryusers include police, fire, and medical units.

This service includes two capabilities: driver and personal security andautomatic collision notification. Driver and personal securitycapabilities provide for user initiated distress signals for incidents likemechanical breakdowns and carjackings. Automatic collisionnotification identifies a collision and automatically sends informationregarding location, nature, and severity to emergency personnel.

Advanced Vehicle Safety SystemsHelps reduce the number and severity of collisions. It includes thesensing of potential or impending collisions, prompting a driver’savoidance actions, and temporarily controlling the vehicle.

Provides crash warnings and controls for lane changes and roaddepartures. It will help reduce the number of lateral collisions involvingtwo or more vehicles, or crashes involving a single vehicle leaving theroadway.

APRIL 1994 17

IVHS ARCHlTECTURE DEVELOPMENT PROGRAM.

For lane changes, a situation display can continuously monitor thevehicle’s blind spot and drivers can be actively warned of animpending collision. If needed, automatic control can effectivelyrespond to situations very rapidly. Warning systems can also alert adriver to an impending road departure, provide help in keeping thevehicle in the lane, and ultimately provide automatic control of steeringand throttle in dangerous situations.

INTERSECTION COLLISION AVOIDANCE

Helps prevent collisions at intersections.

VISION ENHANCEMENT FOR CRASHAVOIDANCE

Improves the driver’s ability to see the

SAFETY READINESS

Provides warnings regarding the

PRE-CRASH RESTRAINT DEPLOYMENT

Anticipates an imminent collision andactivates passenger safety systems prior

to collision.

AUTOMATED VEHICLE OPERATION

Provides a fully automated “hands off”

Warns drivers of imminent collisions when approaching or crossing anintersection that has traffic control (e.g. stop signs or traffic signals).This service also alerts the driver when the right-of-way at theintersection is unclear or ambiguous.

Improved visibility would allow the driver to avoid potential collisionswith other vehicles or obstacles in the roadway, as well as help thedriver comply with traffic signs and signals. This service requires in-vehicle equipment for sensing potential hazards, processing thisinformation, and displaying it in a way that is useful to a driver.

In-vehicle equipment could unobtrusively gauge a driver’s conditionand provide a warning if he or she is drowsy or otherwise impaired.This service could also internally monitor critical components of anauto beyond the standard oil pressure and engine temperature lights.Equipment within the vehicle could also detect unsafe road conditions,such as bridge icing and standing water on a roadway, and provide awarning to the driver.

Identifies the velocity, mass, and direction of the vehicles and objectsinvolved in a potential crash and the number, location, and majorphysical characteristics of any occupants. Responses include tighteninglap-shoulder belts, arming and deploying air bags at an optimalpressure, and deploying roll bars.

Automated vehicle operations are a long term goal of IVHS whichwould provide vast improvements in safety by creating a nearlyaccident free driving environment. Drivers could buy vehicles with thenecessary instrumentation or retrofit an existing vehicle. Vehicles thatare incapable of automated operation, during some transition period,will drive in lanes without automation.

16 APRIL 1994


STAKEHOLDER EVALUATION -IMPLICATIONS

Each of the four teams was selected in part because they aredeveloping their architecture based on slightly different assumptionsand philosophical viewpoints. But, if they provide similar services, thenwhat makes the architectures different in the eyes of a stakeholder? Theanswer lies in the broader implications that would result fromimplementing an architecture. These implications are the high-leveltechnical, financial, legal, institutional and political effects that mayarise from an architecture.

It is likely that the architectures will have different implications. It isthese implications that will serve as the mechanism for stakeholders toevaluate the architectures when they are fully developed. An extensiveeffort has been underway to determine what implications are of primaryinterest to the diverse set of stakeholders involved in IVHS. Workingwith stakeholders-but without any information on the architecturealternatives-a preliminary set of implications has been identified.

This review period provides an opportunity to refine the implicationsand determine which implications are important to each type ofstakeholder. This information will be used to tailor the descriptions ofthe architectures in succeeding reviews to address the implications ofinterest to each type of stakeholder. This will enable the teams toprovide targeted information from which stakeholders can providebetter feedback.

APRIL 1994 19


Deployment

The implications themselves do not imply any merit or priority in theway the architecture alternatives address them. Associating value andpriority with each implication area is intentionally left for thestakeholders to provide as feedback. Your perspective is essential foridentifying and refining implications that are of particular interest to you.The following ten areas have been identified as potential key areas ofinterest:

This area describes how the architectures address IVHS deployment andflexibility. For example, how simple are the architectures to comprehend?And will this simplicity encourage rapid product development anddeployment? To what extent do the architectures accommodatetechnology and service evolution plus infrastructure modifications? Dothe architectures accommodate new IVHS services as well as interactionwith non-IVHS services (financial, information, telecommunications,etc.)? And to what extent do the architectures accommodate non-standardsystem components?

Equity This implication evaluates the distribution of benefits and costs for agiven architecture. For instance, will the architectures allow alldemographic segments of society (e.g., elderly, disabled, impoverished)access to IVHS? If not, will they still receive some benefits? Will allregions of the United States have access? Will it spread IVHS to urban,suburban and rural communities alike? Will all environmental climateshave access to IVHS? Will those who pay the costs receive the benefitsproportionally? Will windfall gains accrue to certain users?

Financing This area describes the impact of the architectures on financing IVHSdeployment, operations, and system maintenance, particularly in theinfrastructure. For example, what are the estimated capital requirementsto deploy, operate, and maintain the architectures? How will the expectedbenefits and investment opportunities of the architectures attract capital?And to what extent will funding instability affect the architectures? Willthe architectures accommodate fee for service mechanisms?

20 APRIL 1994


Institutions Institutional issues discribe the impact of the architectures oninstitutions and organizations. Questions to consider include: To whatextent do the architectures accommodate a full range of public/privatepartnership arrangements? Rely upon cooperation within and betweenorganizations? And require establishing new organizations? Relatedquestions include how sensitive are the architectures to majorstakeholders’ participation? and how will the architectures affecttraditional roles and responsibilities and enhance organizationallearning?

Market Market implications describe the effect of architectures on thedevelopment of an IVHS market as well as the effect on other existingor future markets. Potential questions include: What is the aggregatemarket potential and the rate of market development, both nationallyand internationally, as a result of an architecture? What are the effectson the development of a U.S. IVHS industry and internationalcompetitiveness? Are architectures sensitive to under-saturation marketpenetration (when benefits do not accrue to early users) and over-saturation market penetration (when too many users reduce benefits)?Will the architecture allow easy market access to new supplier orimpact related industries?

Deployment:Equity:Financing:Institutions:Market:Operations &Maintenance:Policy &Regulation:Privacy:Safety:Standards:

IVHS Architecture implication Areas

Impact on the rate of NHS deploymentEffect on the distribution of benefits and costsImpact on financing deployment, operations, and maintenanceImpact on institutions and organizationsEffect on the development of an IVHS market

Impact of operating and maintaining IVHS

Effect on implementing current and setting future policies and regulationsEffect on the privacy of individuals and organizationsImpact on transportation system safetyEffect on current and future standardization efforts

APRIL 1994 21


Operations and Operations and maintenance impact infrastructure and users alike. To

Maintenance what extent do the architectures affect costs? Do the architecturesaccommodate existing resources and procedures of the operatingorganization or require new resources and procedures? What are theoperations and maintenance needs of the infrastructure and forconsumers and commercial users? Do the architectures imply clearoperations and maintenance roles?

Policy and Regulation Architecture alternatives may impact the implementation of current andfuture laws, policies and regulation. Factors to consider include: Towhat extent do the architectures support the goals of intermodalism,decentralized decision-making, and improved planning of theIntermodal Surface Transportation Efficiency Act of 1991? Do thearchitectures support the goals of improved air quality described in theClean Air Act Amendments of 1990 and commercial vehicle safetyregulations? To what extent do the architectures require or encouragethe enactment of new laws policies in the areas of safety, liability andindemnification, procurement, and property rights?

Privacy This area describes the effect of the architectures on the privacy ofindividuals and organizations. Factors to consider include: Will thearchitectures require some level of mandatory participation? Will therebe information security safeguards? Will there be the opportunity forthe marketplace to use gathered information and will the architecturesaccommodate law enforcement capabilities?

Safety This area describes how the architectures address the broad topic ofsystem safety. Questions to consider include: How do the architecturesaddress the concepts of fail-safe, fail-soft, and graceful degradation?And to what extent do the architectures enable the development ofsafety standards?

Standards This area discusses how the architectures accommodate thedevelopment of standards and protocols. Questions to consider include:To what extent do the architectures enable the adoption of performanceand interface standards and information protocols? And to what extentdo the architectures encourage competition among product and servicesuppliers.

22 APRIL 1994


ARCHITECTURE CONCEPTS

The four architecture development teams each have a distinct approach.The following summaries provide an overview of each approach, withemphasis on user services and implication areas of particular interestto their approach. These summaries appear exactly as the architecturedevelopment teams provided them. USDOT and IVHS AMERICAhave not verified or endorsed this information.

APRIL 1994 23


HUGHES AIRCRAFT

VISION

Hughes Aircraft, leadDelco ElectronicsElectronic Data SystemsGeneral MotorsHicklingJHK & AssociatesMichigan DOTMinnesota DOTSprintUniversity of Minnesota

Travelers will feel that the transportation system, infrastructure andvehicle working together, has been designed and is being operated fortheir benefit. Travel will be simpler to plan and to dynamically changein response to real-time traffic conditions. Inter-modal travel will beeffortless. Traffic control will be highly responsive to trafficconditions, reducing congestion. Tolls will be collected withoutslowing down vehicles. Commercial vehicles will encounter minimaldelays in fulfilling regulations. Emergency vehicles will reach theirdestinations more quickly. Road hazard warnings from theinfrastructure and in-vehicle collision avoidance equipment willsignificantly improve driving safety.

Vehicle and infrastructure will be integrated. The vehicle will actuallybe a part of the infrastructure, providing real-time data from the road.The infrastructure will provide the vehicle with safety warnings, traveladvisories, route directions, and roadside sign and yellow pagesinformation. Toll collection and commercial vehicle operations will betwo-way transactions.

Close cooperation of traffic, transit, and emergency fleet managementswill be synergistic. Each will contribute to the knowledge of trafficconditions, and transit scheduling and emergency vehicle routing willbe greatly facilitated.

Public Sector Agencies will be provided with the latest traffic data andtools to continuously tine tune the performance of the transportationsystem. Private Sector firms will develop new markets for services andproducts for both the vehicle owner and the infrastructure.Private/Public partnerships will evolve to accelerate the realization ofthe IVHS Architecture.

APRIL 1994 25

PHILOSOPHY The basic in-vehicle equipment required to implement the architecturemust be minimum cost in order to obtain wide acceptance and to avoidcreating an elitist system. However, the in-vehicle architecture mustbe extensible to a family of higher priced compatible products whichallow the driver to take advantage of the range of features availablefrom the transportation system.

The architecture must take maximum advantage of the systemscurrently in operation. This minimizes up-front costs for the newsystem and reduces deployment time.

A decentralized architecture is the best approach to maximumreliability at the lowest cost. Failure of a system component maydegrade the performance of the system an acceptable amount, but willnot cause the system to fail. Cost is lower because the individualsystem components do not need to be as reliable as the overall systemmust be. Distributing processing into the vehicles is an example: lossof road data from one or more vehicles may make the data transmittedto the TMC temporarily less accurate, but information continues to beavailable from other vehicles.

The architecture must be implementable with a set of modular systemcomponents which fit together via standardized interfaces. This allowssystems to be customized to meet the requirements of an individualAgency, to be expanded in coverage and to be upgraded with newtechnology. The concept applies to the infrastructure, the vehicle, andthe communications links between them.

The architecture must accommodate a solution to the “chicken andegg” problem: The Public Sector Agency will not provide theinfrastructure to interface to IVHS-equipped vehicles until there is apopulation of such vehicles. The Private Sector can not sell IVHSvehicle equipment if there is no infrastructure to interface with.

The architecture should minimize the need to install equipment in theroad because of high installation and maintenance costs, disruption totraffic, and poor reliability.

There are roles to be played by Private/Public partnerships in providingIVHS-related services to the consumer and in building, operating andmaintaining infrastructure. These partnerships are critical the successof IVHS because of limitations in available Government funding.

26 APRIL 1994


A S S U M P T I O N S AND Electronic toll collection and commercial vehicle weigh-station

GUIDING PRINCIPLES communications both employ the same type of vehicle-infrastructurecommunications that the IVHS architecture will use. It is assumed thatthese two markets will result in enough penetration of the in-vehicleequipment to induce Transportation Agencies to install their owninfrastructure equipment and begin to collect traffic data from theequipped vehicles. It is assumed that only a small percentage ofequipped vehicles (perhaps 5%) are needed initially to begin to providemeaningful road data to the infrastructure.

Vehicles equipped with computers which perform navigation, routeselection and route guidance will proliferate, creating a demand forreal-time traffic congestion information from the TransportationAgencies. This will induce the Agencies to broadcast this information(in computer format) to enable these vehicles to reroute aroundcongestion.

GPS receivers, which continuously provide vehicle location, areassumed to be in a large percentage of the vehicles. CD-ROMs areassumed to be dual purpose, entertainment and database, and also toinstalled in a large percentage of the vehicles. It is assumed that thesetwo equipments will be interfaced to each other to locate vehicleposition on the map and to filter pertinent traffic information from anarea-wide radio broadcast.

Wide-band communications are assumed to be available and affordablefor implementing the communications between road and TMC as aresult of the demand for the “information super-highway” by cable andphone companies. This communication link will make it feasible totransmit both live video from selected road sites and traffic, road, andweather data from all road sites to the TMC.

KEY USER SERVICESAND IMPLICATION

AREAS

Architecture The Architecture is diagrammed in Figure 1.

The Transportation Management Centers (TMCs) monitor and controlthe entire system. The TMC collects real-time traffic dam from roadsites, analyzes it, and generates traffic congestion information to beprovided to vehicles passing these sites, and to a radio station whichbroadcasts this information (in computer format) to all vehicles in thearea. Traffic incidents are recognized and vehicles are rerouted whilethe incidents are cleared. Congestion is reduced by control of traffic

APRIL 1994 27


signal and ramp meter timing and by advisories and reroutingdirections given to drivers.

The TMC coordinates its efforts with the organizations authorized todispatch or provide information to emergency vehicles, tow trucks, lawenforcement vehicles and transit vehicles.

The TMC supplies service providers with real-time traffic informationand transit schedules. These service providers deliver route guidanceinstructions to vehicles either by cellular phone or via the TMCinfrastructure. They also provide information to the cable TVcompanies who provide interactive TV to homes, offices, kiosks andbus shelters.

The tag-beacon equipment provides a two-way, computer format radiocommunication link between the infrastructure and the passing vehicles.The tag is the vehicle component; it is the size of a deck of playingcards and will be priced about $25. It is mounted in the windshield ofthe vehicles. The beacon is the infrastructure component. It is aboutthe size and price (initial unit price of less than $1000) of an AppleComputer “Newton” product. It is mounted on a pole at the side of theroad. The beacons are typically placed at 0.5 mile intervals alongmajor arterials, highways andfreeways.

The beacon has a range of approximately 100 feet. It is designed tobe able to exchange a number of messages with each passing vehiclewhile the vehicle is within this range. It can read data messages fromthe vehicle’s tag or write data messages into the tag. Messages canalso be written into all vehicles as they pass a beacon (this is called alocal broadcast). The tag presents messages it receives for the driver(e.g., EXIT AT MAIN) on a display or through an audio converter.The tag-beacon communication link is used in implementation of manyof the User Services, as is discussed in the next section.

The Architecture stresses the acquisition of reliable, useful, and highquality data from the road. The better the data, the better the travelerinformation produced by the TMC and the monitoring and controlperformed by the TMC. Road data provided by the vehiclescomplements the traffic data provided by fixed surveillance sensorssuch as the traditional traffic loops. Research indicates that thecombination of the two may greatly improve the TMC’s ability topredict the build up of congestion. Fixed sensors using a variety oftechnologies will gradually replace the traffic loops, providing moreuseful data and eliminating the need to install equipment in the road.Radar and video image processing sensors will be used widely.

28 APRIL 1994


Figure 1. Basic Architecture

Closed Circuit TV (CCTV) will be installed at road sites to enable theTMC to instantaneously view a suspected incident, assess the situation,and take corrective action. Fiber optic land-lines will provide thebandwidth required to send live video to the TMC.

The system is designed such that failure of a single subsystem will notcause failure of the system. The TMC is continuously in contact witha back-up TMC. In a crisis, the Area Processors would be switched tothe back-up TMC. The TMC communicates with the road site beaconsvia the Area Processors, each of which communicates with multiplebeacons. Each beacon is connected to two Area Processors, so thatfailure of an Area Processor will not cause a loss of beacon data.

Vehicle Based User Figure 2 shows the Vehicle-Based User Services. As indicated, these

Services Services involve private, commercial, and transit vehicles.

APRIL 1994 29


Advanced VehicleSafety Systems

EmergencyManagement Electronic

C o m m e r c i a l Vehicle

Operations

I

Travel andTraffic Management

PublicTransportationManagement

Figure 2. Vehicle Based User Services

TRAVEL AND TRAFFIC MANAGEMENT Vehicles equipped with the basic tag are used to perform the probeTRAFFIC function. As the probe vehicle passes a beacon its tag transmits the ID

of the last beacon that it passed and the time elapsed since it passedthat last beacon. The current beacon provides the TMC with theelapsed time and the ID of last and current beacons. This “link” traveltime data, in conjunction with data from fixed surveillance sensors, isthe primary data used by the TMC to monitor congestion.

Vehicles equipped with a tag which is interfaced with the vehicle’scomputer are able to provide the “superprobe” function. As thesuperprobe vehicle passes a beacon its tag transmits a messagecontaining data which the vehicle has recorded since it passed the lastbeacon. This data includes a sequence of vehicle speed measurements,abrupt steering actions, road icing and fog conditions, and enginepollution parameters. It is believed that this data will significantly addto the TMC’s ability to successfully predict congestion build-up,quickly detect incidents, and provide traffic accurate and timelyadvisories.

Origin/Destination (O/D) data defines the travel patterns through theTransportation System. This data is crucial to the TMC in developing

30 APRIL 1994


and updating its traffic/transit control strategy and in planning systemimprovements. The Architecture provides the capability tocontinuously update the O/D database. The procedure is to write anOrigin code in all tagged vehicles leaving a selected origin area andthen reporting to the TMC where in the system this Origin code issubsequently read.

TRAVEL AND TRAFFIC MANAGEMENT - Beacons attached to road-side signs will continuously transmit the signTRAVEL message (e.g., freeway off ramp sign) to passing vehicles. Within the

vehicle the tag would present the sign information on a display, in thesame shape and color as the real sign. The driver can replay a signand can ask for an alert when a particular sign is passed.

“Yellow Pages” refers to road-side business signs. These are handledjust like road signs, but could add sales messages, such as roomavailability and rate for a motel sign.

Travel advisory messages would be transmitted from the TMC to allvehicles passing a specified beacon. The advisory message would bedisplayed in the vehicle, indicating the location of an incident ahead ofthe driver, the road blockage condition, the cause of the congestion andthe rerouting advice to the driver.

Route guidance is a sequence of “maneuvers” (e.g., continue on Mainuntil Maple, turn left onto Maple street) which are the instructions forfollowing a selected route. A route guidance message transmits thesemaneuvers to the tag which stores them in its memory. The driver cansequence through the maneuvers manually by pushing a button to seethe next maneuver on the display as he completed the currentmaneuver. Alternatively, the maneuver list would be automaticallysequenced when imbedded codes match the GPS reading or match theID of a beacon being passed. A more sophisticated in-vehicle systemwould display the maneuvers graphically as the vehicle navigates withthe help of a map database.

The route may be selected by the TMC or by a service provider. Amore sophisticated in-vehicle system would generate its own route,using an in-vehicle road database. Both approaches would take intoaccount real-time traffic conditions, and both would offer rerouting inthe case of traffic congestion. The TMC retains the ability to influencererouting so as to avoid rerouting every vehicle into the same alternateroute.

COMMERCIAL VEHICLE OPERATIONS Commercial vehicles obtain preclearance from weigh stations along theroad, eliminating the need to pull off into the weigh stations. Thecommercial vehicle maintains a “trip packet”, containing information

APRIL 1994 31


on driver and vehicle. As the vehicle approaches a weigh station, thevehicle is weighed in motion (WIM). A beacon reads the vehicle’s trippacket (via the tag and from an on-board computer) and compares thepacket weight data with the WIM data. If the two measurements areclose enough and there is no problem with licenses or permits, the nextbeacon tells the vehicle that it is precleared and does not have to pulloff into the weigh station.

This same on-board computer and tag-beacon communications enablesa number of administrative tasks to be automated, including purchasingcredentials, and recording mileage, fuel purchased, etc. by state.

EMERGENCY MANAGEMENT Stolen vehicle recovery is a bi-product of the tag-beacon system. Aperson reporting his vehicle stolen will provide his tag ID. LawEnforcement will program beacons in the area to monitor for thevehicle with this tag and report its location and heading. (Of course,to be effective the tag must be placed where it would not be easilyremoved.)

A call for help (MAYDAY) from a vehicle is handled in two ways.A vehicle in range of a beacon can communicate via the beacon, whichacts like an electronic call box. A cellular phone provides another wayto provide this service. The Architecture includes an automaticMAYDAY call initiation activated when the air bag is activated.

ADVANCED VEHICLE SAFETY Vehicle knowledge of the geometry of the road ahead of the vehicleSYSTEMS can significantly reduce certain types of accidents. Beacons are

installed with fixed messages describing the coordinates of the road,especially at the start of sharp curves in the road or off-ramps; thesemessages are sent to the in-vehicle computer. Beacons are alsoinstalled on a temporary basis in areas of road repair or road hazards,in which case these beacons are the equivalent of the traffic engineer’sorange cones. Commercial vehicles are programmed to warn the driverof excessive speed for the road geometry ahead. Adaptive cruise,which uses radar to keep a constant distance from the vehicle in front,can be made more effective by using the geometry data to augment itsradar data processing.

Longitudinal and lateral collision avoidance will be implemented withradar technology. Intersectional collision avoidance may employ anarchitecture which interties beacons on each intersecting road.

ELECTRONIC PAYMENT The basic tag is essentially used as a vehicle-mounted credit card ordebit card which can be processed via the beacon. The original intentof the tag-beacon was toll collection, where it eliminates the need for

32 APRIL 1994


the driver to drive through a toll booth. However, it can be used forany in vehicle-based transaction, such as paying for parking or even fortake-out at McDonalds. An alternate approach uses a “Smart” cardplugged into the tag, and removable from the vehicle for use in otherdebit card purposes. This Smart card concept will be used to simplifythe use of inter-modal transportation.

PUBLIC TRANSPORTATION Transit vehicles will be equipped with tags. Beacons will beMANAGEMENT positioned at each schedule point along fixed-route transit. Schedule

variance is reported by the beacon to the transit management. Routeadvisories and road hazard and congestion warnings are transmitted tothe transit vehicle via tag-beacon.

Non-fixed route transit (e.g., Dial-A-Ride) will use the route selectionand guidance to determine the fastest route for picking up anddelivering its passengers.

Implication Areas

PRIVACY The Architecture does not require anyone to give up their privacy. Thetag-beacon approach uses “blind” IDs. A vehicle owner stores aunique randomly chosen ID into the tag when it is purchased. No oneother than that person needs to know the ID.

There are four exceptions to this rule and they are accepted by theowner/driver involved. Two of them, Commercial Vehicle Operationsand transit transactions require that individual vehicles be identified.

The other two are transactions in which the vehicle owner wants the IDto be known temporarily. Stolen vehicle recovery is based uponbeacons monitoring for the owner’s vehicle ID. The fourth exceptionis toll collection where the vehicle owner prefers a credit card ratherthan a cash card form of payment. (Note that the privacy riskassociated with credit card use is something which most people accept.)

EQUITY The Architecture is a non-elitist system. Within the next 5 years, thecost to the vehicle owner will be less than $25 for a basic tag capableof toll collection and probe operations, and $50 with a display fortraveler information, to as much as $500 for equipment which can doin-vehicle route selection and guidance using real-time traffic data fromthe TMC.

Older and visual impaired drivers are provided with customized in-vehicle displays. Foreign-language speakers and travelers with special

APRIL 1994 33


needs (e.g., wheel chair) are accommodated throughout theArchitecture.

Multi-modal transportation is made more accessible and easier to useby use of interactive TV and dynamically routed ride sharing and Dial-A-Ride vehicles. The interactive TV will allow the travelers to requestto see the current location of their bus as it travels towards the busshelter or bus station. Road-side signs will be posted at freeway exitsleading to transit stations; these signs will inform drivers how muchtime they have to exit the freeway and catch the next bus or train.

DEPLOYMENT Two elements of the Architecture are already appearing in the marketand are creating a market pull for this Architecture. Tags are in usefor toll collection, commercial vehicle weigh station preclearance, andtransit vehicle tracking and communications. The first operational testsusing these tags to perform the probe function are underway.

In parallel, the in-vehicle route selection/guidance systems have beendemonstrated and first units are on the market. The first market areais the rental vehicle agencies who have customers who are unfamiliarwith the area in which they are driving.

These first deployments will be followed by in-vehicle signing andbroader availability of real-time traffic data (in operational test now).These deployments will provide the market pull towards full scaleIVHS deployment.

MARKET The in-vehicle computing needs will spark a second Personal Computer(PC) revolution. Vehicle manufacturers are beginning to think in termsof a computer architecture within the vehicle, one which will accept arange of hardware options. Software and databases, developed byindependent vendors, will begin to appear to provide the driver/ownerwith features reminiscent of the PC software. The IVHS Architecturewill benefit by an active market bringing lower costs and greatercapabilities.

The wireless communications industry is entering its own revolution,similar to the PC revolution. The IVHS Architecture will benefit byan active market bringing lower costs and more robust radio products.

Installation of fiber optic communications (the “information superhighway”) is accelerating dramatically, pushed by cable and phonecompanies. The Architecture takes advantage of this fiber opticsrevolution to provide the bandwidth for on-demand CCTV surveillance.

34 APRIL 1994


REGULATION-CLEAN AIR The Architecture provides the means for measuring, at road sites, localair pollution and weather conditions, and vehicle speed, acceleration,and engine performance parameters. The TMC can respond with apollution reduction strategy involving speed advisories, ramp metertiming, arterial signal timing, and, if necessary, road pricing.

THE SYSTEM IN

OPERATION to the incidentFigure 3 shows a typical incident scenario and the Architecture’s response

Figure 3. System in Operation

The scenario shows a 6-lane freeway with beacons (shown as small blackboxes) along the road. The beacons shown in the dotted circles are“virtual” beacons, a distinction which will be explained below. The arrowsindicate the flow of information between beacons and the TMC. One ofthe arrows is shown dotted to indicate that where road conditions arenormal, only summary information is transmitted to the TMC.

The incident is a vehicle collided with a bus, blocking the two left lanes.Vehicles are beginning to back up behind the incident. They are veryslowly funneling around the incident in the right lane. Two vehicles havecleared the incident and are suddenly accelerating to normal freeway speed.

APRIL 1994 35


The first vehicle to clear the incident is in range of a beacon. It transmitsa superprobe message which reports that it is now in free flow, but that itsspeed had dropped from 60 MPH to 5 MPH 2/3 of a mile ago, and hadreturned to 55 MPH l/3 of a mile ago. From the TMC’s viewpoint, it isas though there was a beacon l/3 mile back reporting an incident, andanother one 2/3 mile back reporting the beginning of the back-up. Theseare defined as “virtual” beacons.

The TMC, receiving these virtual beacon incident messages, beginstransmitting warning messages via up-stream beacons. The vehicle shownreceiving a warning message will slow down and avoid causing asecondary accident. Vehicles further upstream will receive messagesadvising them to exit the freeway at the next off ramp, take an arterialstreet and re-enter the freeway at a particular on-ramp.

Whereas, conventional fixed surveillance sensors report traffic at fixedlocations along the road, the TMC can program the vehicles to reportexceptional conditions anywhere along the road they are traveling.Information is stored in the vehicle as it drives through an area of interest,and is accessed as it passes the next beacon.

The TMC also has control of the pre-processing of data performed at eachlevel: vehicle, beacon, and Area Processor. Under normal trafficconditions only summary data is reported to the next level, but underabnormal conditions detailed information is provided to the TMC forsituation assessment.

With the ability to program where data is collected, and how much datais collected, the TMC has the ability to dynamically focus its resources towork each incident. With the continuous collection of O/D and vehicleclassification data, the TMC has the tools to optimize its traffic controlplans. The Architecture specifies a dynamic, continuously improvingTransportation System!

36 APRIL 1994


LORAL-IBM

INTRODUCTIONLoral, leadIBMSiemensUniversity of MichiganRoad Commision for Oakland CountyNew Jersey Highway AuthorityLouis Berger and AssociatesAmeritect

ARCHITECTUREPRINCIPLES

In this system concept overview, we will describe and explain theLORAL-IBM IVHS Architecture and the implications of ourArchitecture to various stakeholders.

To do this, we will share with you our vision of a fully-integratedIVHS system. It is a flexible, modular system that is based on existinginstitutions (agencies and services), used as building blocks. A systemdesigned to share information and optimally coordinate transportationactivities on the local, regional, and national levels. A system based onadaptive technology which we know can, and will, change over timeto meet the ever-changing transportation needs of our country.

The principles of our Architecture are based on a simple fact: Eachcity, town, village and rural area in America is unique. And,while most of them share some problems in common, it is theirdifferences that require a system that can adapt to the individualneeds of each community. Thus, the Architecture must beflexible in these key elements:

n Response to Local Transportation Needs. Integration of Existing Agencies and Services (Institutions)n Deploymentn Cost and Financing

To be flexible and adaptive, our Architecture is Modular indesign. The modularity allows individual elements to be added,subtracted, or altered, as needed. In this way, the LORAL-IBMarchitecture can deliver all IVHS User Services, with thefollowing added benefits:

APRIL 1994 37


. It is tailored to the needs of each community, in both thepublic and the private sectors;

. It invites and encourages private investment andparticipation;

n It builds on existing transportation facilities andinstitutions;

n It offers universal access, with low individual entry-levelcost, so virtually everyone can participate and receivebenefits, immediately.

ARCHITECTURE The LORAL-IBM Architecture is based on the concept of a

OVERVIEW Fully-Integrated Transportation System. Multiple sources provideinformation which is gathered, processed, and disseminated. Eachtransportation system element (traveler, agency, company,vehicle, etc.) has access to all of the information it needs toperform its function in the best possible way.

The deployment begins at the local level, by creating a systemwhich we will call a local IVHS District. We view the TrafficManagement Center (TMC) as being the hub of IVHS activity at thelocal level. This, however, raises the question of the boundaries ofa TMC-based IVHS District. While we talk about a national IVHSdeployment, we by no means intend to imply that the transportationsystem of the nation will be managed by a single authority. Forvarious institutional reasons, including local procurement practices,it is likely that a TMC will supervise a relatively small subset of thenation’s roadways, from a few square miles to a maximum of a fewhundred miles. In keeping with established partitioning of roadwayauthorities, there will typically be several TMCs in a majormetropolitan area. However, it is important to match the boundariesof an IVHS District with the boundaries of the problem. Thismeans that, as long as traffic within the jurisdiction of a particularTMC interacts with that of neighboring TMCs, our architecture willcoordinate the function of these TMCs in order to achieve aharmonious delivery of their services through collaboration.

The diagram, Overview of IVHS District, shows a prototypicalconfiguration. Here we see many elements that share information,such as Travelers, Public Transit (buses or fixed-rail systems),Vehicles, Emergency Management (commonly represented as the

38 APRIL 1994


911 emergency telephone service), Traveler Service (like AAA ora travel agent), Fleet Management (a car rental or truckingcompany), and others. The center of all this information processingactivity is the Traffic Management Center, which collects andprocesses transportation information, provides traffic managementof the roadways, and disseminates optimal transportation informationto travelers and other transportation system agencies and companies.

The combination of all these elements interacting andcommunicating with each other defines the local transportationsystem (IVHS District). Each IVHS District is designed specificallyto support local transportation requirements; no two IVHS Districtsare alike. This is why the modular LORAL-IBM Architecture offersflexibility to change or alter not only the structure, but also the areasof responsibility, depending on the existing infrastructure.

One of the most significant contributions to the decrease ofcongestion in metropolitan areas is the increased use of publictransportation. However, in addition to the American public’s lovefor personal cars, there are many disincentives for using publictransit. Some of them, such as price, are addressable through policydecisions which take into account regional transportation planningconsiderations rather than just operating costs of individualsubsystems. Others, like information concerning public transitschedules, are correctable through the use of advanced informationsystems. In addition to providing the means for implementingregional transportation planning policies, our architecture provides:

n Improved on-time operation and timely information on publictransit schedules to users, at trip planning time, to increase useof public transit;

n Improved public transit vehicle schedule adherence bycoordinating traffic signals with individual vehicle routes;

n Improved utilization of HOV lanes and other ride-sharingpossibilities through ride-matching.

The architecture provides the means for coordination oftransportation system issues, including Public Transit issues, atregional levels and even at higher levels including, for example,major multi-state transportation corridors. The illustration, Fully-

APRIL 1994 39


Integrated IVHS Architecture, diagrams the networking thatcreates a fully-integrated national IVHS Information Highway.

First, it is important that each IVHS District communicate withits neighbors. In the LORAL-IBM Architecture, this is not aproblem, since they all use the same standardcommunicationsinterfaces. Through this communication, and bysharing information and coordinating regional transportation

Overview of IVHS District

DISTRICTSDISTRICTS

TRAFF I CTRAFF I C=> M A N A G E M E N T < M A N A G E M E N T <

CENTERCENTER

activities, a Regional IVHS Network is created. A region isdefined as a set of IVHS Districts with transportationcommonalities, such as the Detroit Tri-County area, thePhiladelphia 5-County area, and so forth. This does not implya requirement for any new regional authority, but simply themeans to enable information-sharing and coordination at theregional level.

Within an IVHS region, the average driver will often passthrough several IVHS Districts during a trip. The Regional IVHSNetwork presents a seamless view (offering the best possible

40 APRIL 1994


information) of the complete route, since it is not limited by theboundaries of any District. But the Regional IVHS Network isimportant to more than just the casual traveler or even the

Fully-Integrated IVHS Architecture

IVHS INFORMATION HIGHWAY

I VHSI VHS NETWORKNETWORK IVHS NETWORK NETWORK

I VHS NETWORK

habitual commuter. The scheduled routes of public transportationvehicles will frequently cross District boundaries, and paratransitvehicles may also pass through multiple Districts. Emergencyvehicles - ambulances, fire engines, police - often must passfrom one District to another, and must have the best, safest andfastest route, which can be different from one day to the next -often from one hour to the next. The communication capabilitybetween Districts within a Region provides the seamless view.Another function of the Regional IVHS Network is coordinationand rerouting of traffic due to a traffic accident or construction.

Finally, each Regional IVHS is connected with all the others toform the National IVHS Network. The national network also fillsspecific transportation needs, including long trip planning.Further, commercial vehicles can receive other benefits. Inaddition to being given the most efficient, safest routes, interstate

APRIL 1994 41


A FUTURE TRIP

trucks can obtain pre-clearances, maintain an accessible file ofsafety checks and services, and automate much of the paperwork.

And, because the whole system communicates in both directions,an IVHS District can draw on national information sources tosupport local planning efforts.

In summary, the LORAL-IBM IVHS Architecture provides:

National Compatibility through the IVHS InformationHighway, which provides a fully-integrated system;

Flexibility and Adaptability by building with existingtransportation system elements, starting at local levels;

Modularity to allow the system to be tailored to the changingtransportation needs locally, regionally, and nationally.

Let us now take a look at a trip at some future time, when IVHSdeployment is well underway, as illustrated in the figure AFuture Trip. Before setting out on a trip, a user might modify apersonalized profile that he maintains with a Travel ServiceProvider, then plan the trip aided by inputs from the system aswell as information available at home, at a kiosk, or on-board thevehicle. A user might even examine a “virtual trip”, playing outwhat the driver sees during the trip in order to get familiar withfeatures that can provide bearings. This trip planning processtakes into account the local terrain as well as historical recordsof traffic in the area, and any information available about currenttraffic conditions. At this trip planning stage, a user selects aroute, or accepts a recommendation from the system. Theselected route is compatible with reasonably accurate estimatesof expected traffic patterns through the system that the TMC canproduce on the basis of information received from bothinfrastructure sensors and other system users. This route isoptimal in the sense that it minimizes contention with otherdrivers, and takes into account the predicted congestion.

Once a driver enters a vehicle into the traffic, the vehicle beginsto transmit information to the system about road and trafficconditions. On the basis of this information, the system adoptsappropriate strategies for deployment of traffic in the area, in away that minimizes inconveniences to the users and offers

42 APRIL 1994


A Future Trip

O r i g i nTransportation System

Dest ina t ion

I nteract i ve Sess i on- Choice of Transport-

at ion Mode- Trip Planning

(Virtual Trip)- Route Selection

- Surveillance- Diagnost ics - Location / Navigation- Route Guidance- Traffic Management- Emergency / Mayday- Trip Revisions- Vehicle Control- E I ectron ic Payments

alternate routes in congested situations. Total integration ofIVHS services allows the coordination of traffic control signalsfor actual rather than assumed traffic streams, improving theefficiency of the overall system and smoothing the flow oftraffic. At times of heavy traffic, the selected routes offered bythe system provide the best possible mitigation of congestion forall users. At moderate levels of traffic, centralized routeguidance is tied to adaptive coordination of traffic lights toachieve smooth, uninterrupted flow of traffic. Finally, at lowtraffic levels, the selected route becomes a personal “greenwave”, allowing individual users to proceed through a sequenceof traffic lights without stopping. Since the system knows theroute of the vehicle, it gives the driver preferential treatment aslong as there is no competing demand. Route revisions areimplemented in response to emergencies such as roadwayincidents. Mayday functions are an integral part of the system,activated automatically in case of major collisions, without theintervention of an incapacitated driver if necessary.

It is important to point out a key operating principle in the abovescenario. Congestion occurs when the throughput of the systemis not capable of handling the demands on the system. There aretwo things one can do to alleviate congestion: decrease thedemand, or increase the system throughput. Many of the IVHSUser Services address the first approach to the congestionproblem, decreasing demand. For example, promoting the use ofPublic Transit and Paratransit, and all forms of Travel DemandManagement, aim at reducing the demand on the system. On theother hand, other IVHS User Services address the throughput

APRIL 1994 43


issues. For example, improved adaptive traffic control isintended to improve traffic flow characteristics, and thus theoverall system throughput. Only anticipatory action by a centraloptimizing function, such as the TMC, can achieve globaloptimization, by extrapolating into the future and recommendingroutes for users that avoid congestion as much as possible. Itmay very well be that we will not be able to optimize trafficflow to totally eliminate congestion in every case. But by ajudicious selection of individual routes, based on completecurrent and predicted information, distributing traffic across thesystem in a way that maximizes the use of available roadwayresources, we can maximize throughput and thus reducecongestion.

ARCHITECTURE Now let’s examine some of the implications the LORAL-IBM

IMPLICATIONS System will have on both the public and private sectors.

We said earlier that our approach to IVHS is based on anAdaptive, highly Flexible Architecture. In that context, theLORAL-IBM System will work well with the three keystakeholder groups involved in the IVHS Consensus-Buildingeffort. It will:

n Adapt to the Community and Its Institutionsn Adapt to the Needs of the Peoplen Invite and Encourage Private Sector Investment

Let’s look at these groups, one at a time.

ADAPTING TO THE COMMUNITY AND ITS INSTITUTIONS

FINANCING We are currently performing cost studies that will determineoverall IVHS financial needs. At this time, it is clear thatregional flexibility - the modular approach -will have a positiveimpact on the cost of the system. Since each local IVHS Districtwill know its own needs as well as its own financial limitations,each District can be designed and deployed, accordingly.

The system starts by creating an information base, or pool, whichwill gather, process and disseminate basic traffic information. Todo this, a basic system is created with public funds, which thefederal government will help to finance. Integration of existingtransportation system agencies will enable transportation system

44 APRIL 1994


coordination. As the information pool grows, there will beincreased participation by the private sector. Private companies,such as commercial carriers, private transportation companies andtraveler service providers, will participate in the coordination oftransportation system operations, will pay to access theinformation; many will resell it, for profit. It creates a publicservice supported by private enterprise.

INSTITUTIONS &ORGANIZATIONS This architecture not only encourages, but is dependent uponexisting institutions and organizations to continue in their roles.It is the establishment of superior communication among themthat helps each do its job better. For example, a 911 emergencycan be handled faster and safer just by knowing traffic and roadconditions. If a truck carrying hazardous waste overturns on afreeway, emergency vehicles and equipment can be movedquickly to the site. At the same time, traffic can be diverted toavoid the incident and can be given the safest route away fromthe hazard. Our Architecture is designed to bridge among allinstitutions. Yet, no one institution or organization will usurpanother’s authority; the architecture will simply help them allwork together, as it helps each do its job better. An importantpremise of our architecture is that pooling promotes partnerships.Each participant puts in a piece; each gets back a whole.

OPERATIONS &MAINTENANCE Operations and maintenance responsibility is assumed to beretained by the agencies and companies which own and managespecific transportation facilities. It is anticipated that IVHSTMCs will be extensively automated, minimizing operationalstaffing needs. Emphasis will be placed on the use ofcommercial off-the-shelf (COTS) equipment wherever applicable,to avoid the typically high maintenance costs of specializedequipment. Our Architecture supports the consistent applicationof regional transportation pricing policies, and enables variousfee-for-service collaborations with private investors, that canprovide funds to offset operations and maintenance costs.

POLICY & REGULATION The LORAL-IBM Architecture enables consistent application oftransportation system policies, including safety policies, at local,regional and national levels, using the IVHS Information Highwayfor uniform access to policy information. Since the architecturegathers and communicates information up to the national level, itenables more efficient movement of interstate trucks, and includesprovisions for authorities to remotely access commercial vehicleand professional driver records. This helps identify repeat offenders,

APRIL 1994 45


and aids the enforcement and implementation of commercialvehicle regulations.

ADAPTING TO THE NEEDS OF THE PEOPLE

EQUITY Virtually anyone can access the LORAL-IBM IVHS System. At theentry level, a car radio or Radio Data Set will provide the basic in-vehicle service to drivers; people at home or work can access travelinformation using telephones, fax machines, information kiosks,personal computers, interactive TV sets and other means. Advancedin-vehicle systems will provide increased access levels that will beimportant for many business and commercial applications (deliveryservices, realtors, sales representatives, repair services, etc.). Peoplewho do not choose to access will still receive some benefit, sincetraffic in general will flow more freely, with less congestion. Whileeach region can build at its own rate, due to the modularity, everyregion with IVHS deployment of any system will have access,because all system elements together create a national network.

PRIVACY There is no mandatory participation required of any citizen withrespect to his or her privacy. IVHS should be viewed as asubscription rather than a participation service. Our Architecturewill provide for safeguarding of any personal or private informationwithin the System, including locations and records of commercialvehicles, and financial transaction information associated withelectronic payments of tolls, fees and fares. These safeguards willbe implemented using advanced, secure, encryption andauthentication techniques.

SAFETY The LORAL-IBM Architecture defines requirements for Fail-Safe,Fail-Soft., and Graceful Degradation. Layers of protection will bebuilt into the implemented IVHS System such as redundancies andbackups of critical information.

MARKET A major concept of our Architecture is this: The greater the levelof participation and interconnection, the better it gets. We knowfrom our modeling and simulations that, while the basic Systemworks well, as more vehicles are equipped as probes the Systemwill work better. When public busses, commercial trucks, fleets,and other users participate, the overall availability of informationincreases significantly. More users means more information,which creates a better System. Our studies show that the capacity

46 APRIL 1994


to disseminate this information (using digital cellularcommunications, beacons, etc.) will far exceed the demands.

The LORAL-IBM Architecture will strongly encouragedevelopment of the IVHS Industry, because we are identifyingthe necessary and correct standards to assure IVHS suppliers thattheir investments in products and services will address a broadmarket. Our Architecture will appeal strongly to independentservice providers who will purchase information, develop newproducts and services, then sell them, often back through theSystem, to subscribers. We anticipate the rapid growth of a U.S.IVHS industry serving a large international market which willencourage competition among product and service suppliers.

DEPLOYMENT The LORAL-IBM Architecture is simple to comprehend andimplement because it is built by networking existingtransportation system elements using available communicationscapabilities. The concept is to interconnect transportation systemagencies, companies and users in order to share information,enable coordination of transportation functions, and deliver thefull set of IVHS User Services. The architecture will encourageearly product development and deployment and will attract value-added service providers.

Our Architecture is flexible in terms of how, when, and in whatorder the various elements of the system are installed orinterconnected; it is necessary only to establish the TMC in orderto create a viable IVHS District. Because the System is modular,each District can evolve in stages. And because the needs ofeach community are different, the priorities can be identified andaddressed, autonomously.

STANDARDS Our Architecture defines needed requirements for performanceand interface standards. But it does not invent new standardsunnecessarily if existing standards can be applied. For example,it is expected that IVHS communications standards will, in mostcases, be based on existing computer network andcommunications protocols. New or revised standards may berequired for interfaces between vehicles and roadway systems, orbetween roadway systems and TMCs; requirements for thesestandards will be established by the Architecture. TheArchitecture will specify requirements for critical aspects ofIVHS performance, system databases, traffic modeling, and so

APRIL 1994 47


LORAL-IBM IVHSARCHITECTURE

SUMMARY

ADAPTIVE

FLEXIBLE

MODULAR

INVITES PARTICIPATION

forth. Initial IVHS standards will evolve over time, and the IVHSindustry will build on these standards.

The LORAL-IBM IVHS System Architecture is adaptive,flexible, and modular, and invites and encourages both publicsector and private sector participation.

It begins at the local level by acknowledging the differencesamong individual cities, towns, villages and rural areas. It allowseach local area to design an IVHS District system unique to itsown transportation demands and requirements.

Each area can set its own priorities and build its own IVHSDistrict based on those priorities, adding User Service features onan as-needed basis as financing becomes available.

Each IVHS District can add User Service capabilities as needed,using modular building blocks defined by the architecture.

Since federal and local public funding will typically be employedto seed the initial deployment of local IVHS Districts, and sincethe information-sharing and cooperative operational benefits ofparticipation by various public sector and private sector agenciesand companies are expected to far outweigh the costs, ourArchitecture will invite and strongly encourage participation bythese various transportation system elements.

Finally, it is designed to work with the existing infrastructureswhile enabling them to grow; it fully utilizes existing Institutionsas part of the network; it has been created by a team of worldleaders in the design and deployment of IVHS Systems.

40 APRIL 1994


ROCKWELL INTERNATIONAL

PHILOSOPHY

Rockwell International, leadApogee ResearchCalifornia PATHCalifornia DOTGeorge Mason UniversityGTE LaboratoriesHoneywellIowa State University

Disciplined unbiased balanced

Framework designed to integrate allmodes of transportation I

The Rockwell Team’s approach to the development of a nationalsystem architecture stresses an unbiased, balanced approach. Unbiasedin that we are not promoting one particular technology over anotherand balanced in that technical, non-technical/institutional, deployment,and cost issues are given equal emphasis in the development process.Technical and cost issues form the foundation to achieve the IVHSgoals, whereas the amenable resolution of non-technical/institutionaland deployment issues will determine the social and organizationalacceptance of IVHS. Without a balance, the full benefits of IVHStechnologies will not be achieved.

The overarching goal of the Rockwell Team’s architecture developmenteffort is to map out a low-risk, high-benefit approach for theimplementation of an architecture framework. The architectureframework will integrate all modes of transportation (airplanes, ships,rail, buses, trucks, cars, etc.) to equitably benefit users and the nationaleconomy through the safe and efficient movement of people, goods,and information with less congestion, less pollution, greater safety, andgreater energy efficiency, while maintaining the privacy of individualsand corporations. In the near term, the architecture will help speed upthe introduction of IVHS technologies, and in the long term, it willcreate an IVHS industry and support a sustainable, evolutionary, andhighly productive transportation system.

The Rockwell Team’s underlying philosophy is to develop anarchitecture that is highly robust and flexible, providing anaccommodative, open framework that efficiently supports user servicefunctionality while addressing the needs of transportation planners,implementors, operators, maintainers, service providers, IVHS productdevelopers, and ultimately the users. The architecture is beingdeveloped to allow the widest possible range of options, stressing

APRIL 1994 49

Rockwell Team Approach Stressesan Unbiased, Balanced Approach

MSEPS 12821 101 v2 .

TransportationManagement Center

?.‘,.

-

-

compatibility and interoperability whererequired. This flexibility permits theaccommodation of existing transportationinfrastructure, as well as a wide range offuture uncertainties, including: advancementsin technology, changes in non-IVHSgovernment policies, changes inindividual/societal values, and changes in theeconomy and demography of the nation andits diverse regional parts. The RockwellTeam’s architecture seeks to accommodatediverse users, providing viable options to allsections of the nation and their varyingtransportation needs. State, regional, and localagencies will be able to select the tech-nologies, services, and systemimplementations that best fit their localvalues and requirements. This flexibility

provides attractive opportunities for the private sector, paving the wayfor pubic/private partnerships that will speed up the deployment ofIVHS technologies.

The intermodal Transportation Management Center (TMC) is the majorbuilding block of the transportation system. It provides the foundationfor many of the present 28 user services, integrating and disseminatinginformation to provide the necessary user service functionality. In the

Transportation

Rockwell Team’s architecture, the userservice functionality has been distributedacross modular subsystems. The modularsubsystems have been defined in animplementation independent manner andstructured to present a general purposeinterface to the remainder of the system.Flexibility in the distribution of functionalitywithin the infrastructure, supports distributed,centralized, and hybrid system configurationsfor TMCs, while accommodatinginteragency/inter-jurisdictional coordinationand/or region-wide TMC system control. Theflexibility of the architecture provides areadily accessible path for incremental growthof a TMC’s capabilities. By specifyinginterfaces, not an implementation approach,the architecture is sensitive to jurisdictionalpreferences and needs and their desire to

Architecture flexibility driven by sensitivityto jurisdictional preferences and needs

maintain their autonomy and maintain control over their facilities, eventhough they may be a part of a coordinated, interagency transportationsystem. As needs expand, the architecture supports the addition of

APRIL 1994


TRAFFIC MANAGEMENT P ERSPECTIVE

Architecture supports and enhances

added capabilities through replication and permits system upgradeswithout extensive equipment changes by minimizing the architecture’ssensitivity to technological variability and evolution. Enhancedreliability, maintainability, and graceful degraded mode systemoperation are inherent in the modular subsystem approach.

The communications architecture framework that links the modularsubsystems supports several communication technologies andaccommodates both wide-area and short-range information transfers.The wide-area element includes wireline and wireless communicationtechnologies, and will incorporate both existing and emergingcommunications infrastructures. Factors being considered in theselection process include: market adoption, uninterrupted, seamlesscoverage, spectrum efficiency, security/privacy, acceptable us-er/provider costs, and the flexibility of two-way information exchanges.Although the wide-area communications element focuses on extensivetwo-way information transfer mechanisms, it will also include simplebroadcast capabilities, such as those used for disseminating highwayadvisory messages.

Short-range wireless communications have been divided into twodistinct elements. The first element covers the mobile-fixed air-interface, such as tag readers for electronic toll collection orcommercial truck operations. The mobile-fixed air-interface may ormay not share spectrum with other applications. The second elementcovers the dedicated mobile-mobile air-interface, such as the criticalinter-communications between automated vehicles. Frequency andbandwidth allocations must be set aside for short rangecommunications, as well as message format and protocol standards tosupport nationwide compatibility and interoperability.

Many Traffic Management Centers today are implemented usingproprietary, centralized traffic control systems that are vendor-specificin terms of hardware and software. In general, these systems operateindependently, without a means for sharing information with othersystems. In the Rockwell Team’s architecture approach, provisionshave been made to interface to existing infrastructure systems. Throughthe application of filters, existing infrastructure systems can interfacewith the system architecture by first translating the information to beexchanged into the format and protocol specified by the architecturestandards.

In the Rockwell Team’s architecture, the detection, surveillance,communication, and computing capabilities of the Traffic ManagementCenter are utilized to verify and enforce access to high occupancyvehicle (HOV) priority facilities, to perform remote sensing of vehicleemissions, to collect flexible tolls, to perform traffic management andintersection collision avoidance functions, and to control the access and

APRIL 1994 51


operation of properly equipped vehicles onthe Automated Highway System (AHS).Information collected by the TrafficManagement Center will be archived forfuture use in supporting planning and theestablishment of land use policies.

In some parts of the nation, emergencyvehicles and selected transit vehicles arebeing “green waved” through selectedtraffic corridors as part of HOV priorityoperations. The Rockwell Team’sarchitecture extends this capability to otherHOV modes of travel. Enforcementfunctions have been included to preventabuse.

It is estimated that fifty per cent of thevehicle-based air pollution is produced by less than ten per cent of thevehicles on the road. The architecture support the use of road sidemonitors to detect and identify “gross air polluters” and notify them tobring their vehicles in for inspection. Using an “exception” rather thana “rule-based” inspection system has the potential to be more effectiveand less expensive in managing the pollution generated by vehicles.

INCIDENT MANAGEMENT The Rockwell Team’s architecture supports the use of MAYDAYP ERSPECTIVE transmissions and an array of sensors and phoned in reports to detect

and verify incidents. It supports operator initiated or automatic dispatchof police, fire, and paramedic emergency vehicles. Public servicebroadcasts are sent out over radio, TV, and Highway Advisory Radio(HAR), with information on suggested alternate routes. Value addedservice providers and/or public transportation authorities would updatetraffic reports and affected intermodal schedule information. Traveler’swould access the information at kiosks, over computer networks, fromin-vehicle displays, over the vehicle’s entertainment system, andthrough the telephone network, cellular, or personal communicationsservices (PCS). The TMC would use changeable message signs (CMSs)to direct travelers away from the affected area and to inform them ofalternate routes. For those vehicles equipped with route guidancesystems, the TMC would temporarily control the routing to balance thedemand over the arterials parallel to the affected stretch of the freeway. By optimizing the network operations, vehicles diverted off thecongested highway could then be “green waved” through the arterialnetwork.

52 APRIL 1994


TRANSIT MANAGEMENT PERSPECTIVE From the transit management perspective, the Rockwell Team’sarchitecture integrates the traveler, travel modes, field sensors anddetectors, traffic control devices, fare and toll collection components,and transit vehicle monitoring sensors for complete transportation sys-tems management and modal integration. Functionalities have beenprovided for computer-aided dispatching, computer-aided servicerestoration, and transit vehicle service monitoring. Service monitoringhas been further decomposed to support vehicle position determination,schedule/route adherence, collection of ridership data, vehicleoperational/component status, plus the gathering of various statisticaldata. Current position location data is used to determine scheduleperformance. Through coordination with the TMC, the architecture

Transportation Management Perspective

supports transit vehicle traffic signal pre-emtion to improve on-time performance.Real-time position information is passed tothe Traveler Services Information databasewhere it is accessed and conveyed to thetraveling public through pre-trip and en-routetravel information systems and displays.Service providers have access to the samedatabase and provide value added services totheir subscribers. All collected data isarchived for future use in planning routesand establishing schedules that best supportthe public and to assist in schedulingmaintenance and the completion ofmanagement reports.

The Rockwell Team’s architecture is beingstructured to support three levels of public

APRIL 1994 53


transportation. They are fixed route, flexible route within a corridor,and full demand-responsive (paratransit) feeder service. The threelevels are coordinated using on-board vehicle navigation equipment andwide-area communications to assist dispatchers in identifying vehiclelocations, in guiding drivers to demand pick up points, and to timetransfers. Users would use existing telecommunication services todetermine the available modes of travel, schedules, location of pick upand transfer points, the time of arrival at the desired destination, andto make reservations. Provisions are made in the architecture to supportuser profile databases to support paratransit operation and personalizedpublic transportation.

Carpools and vanpools still play an active part in reducing highwaycongestion during peak travel hours. They have the added benefit ofreducing the cost of the commute to the participants. The architecture

Architecture emphasizes PublicTransit/HOV Travel

supports the storage of user profile information to facilitatecarpool/vanpool ride matching.

The architecture also supports real-time rideshare matching. Provisionshave been made in the architecture to place the user profile informationfor pre-qualified participants in a database. The database is searchedeach time a trip request is made to determine if other participants inthe program are traveling in the same direction and at the same time.

The automobile separates its passengers from the surroundingenvironment, providing a perception of security and personal control.Public transit must establish the same atmosphere of security andcontrol if ridership is not to be negatively affected. The architectureaddresses the issue by providing the functions of surveillance andtraveler emergency notification. It supports emergency notification fromentry devices located throughout the infrastucture or through personalcommunications services (PCS).

Traveler’s Perspective In 1973, there were on average 1.94 travelers per each vehicle miledriven. In 1991, that ratio had fallen to 1.62. Similarly, in 1973, therewere on average 12.16 passengers per bus mile driven, whereas in1991, that ratio had fallen to 9.69. Clearly, the use of ride sharing andpublic transit has declined. The lack of real-time sources of reliableinformation for travel options and modal combinations has contributedto the problem. Awareness that public transportation is a reasonablealternative to private vehicles as the preferred mode of travel isexpected to lead to its increased usage. Moving travelers from singleoccupancy vehicles to public transit and/or HOV will provide thegreatest pay back due to IVHS technologies in terms of reducedcongestion and reduced levels of travel generated pollution.

The Rockwell Team’s architecture supports the concept of SmartTraveler technologies. Smart Traveler technologies provide open access

54 APRIL 1994

PRE-TRIP TRAVEL INFORMATION

EN-ROUTE TRAVEL INFORMATION

TRAVEL SERVICES INFORMATION


to real-time sources of information on allmodal transportation choices. Smart Travelerapplications generally fall into three servicecategories: Pre-trip Travel Information, En-Route Travel Information, and TravelerServices Information.

Pre-Trip Travel Information will be availableat home, work, transit stations, and at avariety of other locations to help the travelerselect modes of travel, schedule, and routedecisions prior to departure. The architecturesupports the information being providedthrough a public agency and/or private serviceprovider. Information can be accessed by allth rough ex i s t ing a n d p l a n n e dtelecommunications services including: in-home interactive TV, computers, personal data

assistants, telephones, mobile phones, information kiosks, and personalcommunications services (PCS). Information relating to modal choices,transit routes, schedules, transfers, fares, and the availability ofridesharing opportunities will be stored in a shared database. Includedin the database would be information covering real-time updates onincidents, accidents, construction and alternate routes, traffic speedsalong specified routes, predicted travel times, parking availability andreservation, event schedules, and expected weather conditions. Accessto basic information, such as modal choices, transit routes, schedules,fares, etc., would be provided free. Value added services, such aspersonalized trip planning, would be charged a fee for use. Thearchitecture supports the payment of fares for all modes of travel,parking, and information services using an electronic Transaction Card.

The architecture supports En-Route Travel Information in much thesame way it supports pre-trip planning. While en-route, the travelercould interface with the information database through the same wirelessmedia used previously, as well as through interactive displays providedat transit stops and on-board transit vehicles. A range of access optionswould be available to the user from basic schedule informationprovided at no fee, to extended, personalized service provided on a feefor use basis.

The architecture provides the functions to support Traveler ServicesInformation. The traveler could access the service in the same way Pre-Trip and En-Route Travel Information is accessed. The TravelerServices Information, which includes electronic profiles for a range ofservice providers, is integrated in the architecture with otherinformation available to the traveler. Access to this integratedinformation would support the traveler in making dynamic planning

APRIL 1994 55


decisions which would allow the traveler access to desired and/orrequired services along the optimum routes. These services would beprimarily developed and operated by the private sector. Access wouldbe on a fee for use basis or costs could be recovered through listing ofbusinesses, etc., similar to the telephone yellow page listings.

Driver’s Perspective The Rockwell Team’s architecture supports the vehicle-to-infrastructureand vehicle-to-vehicle interfaces/communications required forautomated vehicle operation and implementation of collision avoidance

technologies, automatic vehicle identification (AVI), automatic tollcollection, demand pricing, MAYDAY notification, safety readinesschecks, route guidance, and access to Traveler Services Informationand En-Route Travel Information service providers. The in-vehiclecommunications package includes the wide-area element, as well asboth the short-range mobile-fixed air-interface and mobile-mobile air-interface wireless communications elements. Highway Advisory Radio(HAR) broadcasts would be received over the vehicle entertainmentsystem.

In one approach being examined, the advanced sensors for collisionavoidance applications, collision restraint devices, AVI,communications, position location, and route guidance hardware,including map databases, would be purchased with the vehicle. Positionlocation would be provided through the Global Positioning System(GPS). The route guidance hardware in the vehicle would operate inone of three modes. Route guidance could be purchased from a serviceprovider, provided by a TMC during periods of heavy congestion, suchas following an accident, or performed within the vehicle with updateson traffic conditions being provided by digital communications with theinfrastructure detailing link status changes. A basic set of services, such

56 APRIL 1994


as MAYDAY notification and receipt of HAR messages, would bepackaged in the standard vehicle equipment package and madeavailable as an after market item for older vehicles.

Bus Driver’s Perspective In the Rockwell Team’s architecture approach, technology applicableto vehicles is also directly applicable to transit vehicles. The transitvehicle would be equipped with both wide-area and short-rangecommunications. Location data would be supplied by GPS. Routeguidance could be controlled by the Transit Management Center, aservice provider, or on-board the transit vehicle, depending onpreferences and needs. Real-time traffic update inputs would beprovided by the local/regional TMC. The transit vehicle would beequipped with automatic passenger counters, vehicle diagnostics,electronic Transaction Card readers, automated demand-responsivedispatch systems, on-board automatic guidance and collisionavoidance/warning equipment, alternate fuel/propulsion systems,automated wheel chair docking equipment, and precision transit vehiclepositioning sensors to facilitate easy access for handicapped riders.

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Commercial Vehicle In 1991, trucks accounted for 28.8 percent of traffic fatalities, a number

Operations Perspective whose percentage has been slowly increasing over the past 11 years.The percentage of truck vehicle-miles driven on rural highways, ascompared to urban highways, has decreased from 54.6% to 48.1% overthe same 11 years. As urban/suburban areas continue to expand andcommercial vehicle driving increases in these areas, the impact of theIVHS User Services on the Commercial Vehicle Operations (CVO)

Flexibility addresses state regulators andtrucking needs

function will have major socio-economic benefits.

The architecture looks at both the short-haul and the long-haul CVOuser service perspectives. Trucking operations in these two areas havesimilar as well as unique requirements. The short-haul provider isinterested in trip planning, local dispatching and rerouting, local areacongestion, and electronic toll service. The long-haul provider isinterested in several short haul services, however he is also interestedin automatic safety and load inspection at port of entry/state linecrossings, weigh-in-motion, optimum load/mileage dispatchinformation, improved reporting (less paperwork) for tariff feessettlement, and vehicle safety monitoring and maintenance scheduling.The Rockwell Team’s architecture identifies the critical, short-rangevehicle to infrastructure communications interface without constrainingthe company’s options for wide-area communications between thevehicle and its own operations center (dispatcher). The vehicles will be

equipped with sensors for headway holding,lane holding, blind spot and rearviewing/backing imaging to provide the driverwith improved safety. The vehicle will haveroute guidance capability. It will be providedeither in the vehicle, through the operationsdispatcher, or from an external serviceprovider. The architecture will be flexible inallowing the market to decide the most costeffective way of providing this service andwill only define the necessary interfaces thatare required for interstate operations.

Short-range wireless communications betweenthe vehicle and the roadside are used forcredential checks, driver status, rolling vehiclesafety inspections, as well as mileagereporting and state tax payment. For

interoperability, the Rockwell Team’s architecture will recommend astandard information protocol for electronic transferring of informationbetween the vehicle and the roadside for nonstop vehicle operation. Inaddition, the architecture will recommend a standard for HAZMATreporting.

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Service Provider Service Providers supply information to travelers to allow them a

Perspective choice in mode of travel, route, schedule, cost, and access to servicesto enhance the convenience and enjoyment of the trip. Serviceproviders are likely to have the most significant presence in Traveler

Market forces not architecture mandates Service Information, Route Guidance or En-route Driver Information,WI// dnve pnvate Electronic Payment, and personalized public transit.

Ultimately, some Service Provider participation may take place in allof the user service areas. Market Forces, rather than architecturemandates, will drive ultimate participation. The architecture providesa framework that creates opportunities for private and public serviceproviders alike, so that the most efficient solution that meets a region’svalues and needs is achieved.

Summary The Rockwell Team’s approach is to provide an open and flexiblearchitecture framework which balances the cost-benefits of deployingIVHS technologies against any potential disbenefits to the environmentand society. It is sensitive to the diverse preferences and needs of usersacross the nation and it provides incentives for public/privatepartnerships.

The Rockwell Team’s approach is to ensure that the sum is greater thanthe parts by leveraging commonality and capitalizing on the synergismbetween services. These advantages can be achieved throughconcentrating on interface definitions at the very highest level -between Traffic Management, Transit Management, EmergencyManagement, Traveler Information centers, and the end users. Bykeeping this emphasis on high level interfaces, the architecture supports

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a wide range of existing implementations without being constrained astechnology evolves beyond what is known today, at the same timemaintaining the most important architecture benefits.

The architecture framework minimizes mandated constraints on systemdesign while promoting technology enhancements and serviceexpansion. Its goal is to provide improved safety, reduced congestion,reduced generation of pollutants, and encourage technology marketexpansion.

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WESTINGHOUSE ELECTRIC

Westinghouse Electric, leadBell Atlantic Mobil SystemsCalspanFlorida DOTUniversity of FloridaHarrisFrederic R. Harris

The Westinghouse Team’s architecture satisfies the functionalrequirements of all user services while providing the following uniquefeatures to help solve the nation’s short and long-term transportationproblems:

n Maximize the people-carrying capacity of the transportation systemby enhancing transit, paratransit, and HOV usage

n Provide cost-effective methods for traffic management and incidentmanagement

. Promote widespread usage of traffic emergency notification(Mayday) using low-cost technologies

n Enhance interagency coordination while preserving the operationalautonomy of individual agencies

n Minimize in-vehicle equipment costs to promote widespread usageof traveler advisory information

. Reduce commercial vehicle regulatory enforcement and compliancecosts and facilitate intermodal freight transportation

. Maximize opportunities for public/private partnership in IVHSinfrastructure investments

n Maximize opportunities for privatization of relevant IVHS userservices

To support these functional features, we have developed a list ofrelevant technical features (see Table 1) from which our candidate

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architecture was designed. The rationale for providing these functionalfeatures is as follows.

Maximize people-carrying capacity of the transportation system byenhancing transit, paratransit, and HOV usage. In 1989,approximately 70% of peak hour travel along urban interstate highwaysoccurred under congested conditions.’ “Projected traffic growth,coupled with the difficulty of providing adequate additional lanes fornew capacity, suggests that congestion will continue to be a majorissues in many metropolitan areas.“2 To combat urban trafficcongestion, the use of transit and other high-occupancy travel modesmust be encouraged. Today, unfortunately, there are not enough peopleusing transit (only 5% of work trips are carried by publictransportation3) or other forms of ride sharing (the average vehicleoccupancy is 1.12 persons per vehicle4 in 1990 and falling).

Some of the underlying problems for this mode-choice imbalance arethe low-density land use patterns that exist and the deteriorating transitservice reliability and efficiency. To reverse this trend and encouragemode shift from single-occupancy to high-occupancy travel modes, weshould attempt to bring people to transit systems and, at the sametime, improve the transit operational efficiency. Our operationalconcept is to use paratransit services to feed mainline transit services.The major requirements to support this concept include:

n A real-time, accurate transit traveler information system to helpreduce passenger wait times and to change the perceivedunreliability and unpredictability of transit services.

n A Computer Aided Dispatch and Automated Vehicle Location(CAD/AVL) system to help track transit and paratransit vehicles tomaximize their responsiveness to the travel demand and to providereal-time transit service information to the customers (Figure 1).

. Smart cards to provide billing conveniences and ease of intermodaltravel. With this travel fee payment method and the properprotection of the user’s privacy, trip origin and destinationinformation may also be collected to enhance transit systemsplanning.

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INTERIM STATUS REPORTI

FUNCTIONAL FEATURESMaximize the people-carryingcapacity of the transportationsystem by enhancing transit,paratransit, and HOV usage

TECHNICAL FEATURES. Computer Aided Dispatch/Automatic Vehicle Location for transit and

paratransit fleet managementRoute and schedule adherence trackingAdaptive (dynamic) routing and scheduling

. Smart card for multimodal transportation debit/credit card and trip origin-destination data collection

. Transit user information systemCompatible with home and office equipmentPersonal Communications DeviceStatic and dynamic information

. Multi-role paratransitTransit feeder operations during peak periodsDemand-responsive operations during off-peak periodsLocal merchandise delivery during off-peak periods

a Low-cost, zero emission electric transit and paratransit vehicles

Provide cost-effective methods for . Low-cost, over-head mounted local area detectors & sensorstraffic management and incident . Wide-area traffic sensorsmanagement + Traffic incident management aircraft

Promote widespread usage of . Cellular Telephonestraffic emergency notification . Cellular System Infrastructure for Vehicle Location(Mayday) using low-cost . Low-Cost Manual and Automatic Mayday TransmitterstechnologiesEnhance interagency coordination - High-speed data linkwhile preserving the operational .autonomy of individual agencies

Information security and privacy. Database management

Minimize in-vehicle equipment . Digital Audio Broadcastcosts to promote wide-spread . Radio Data System-Traffic Message Channelusage of traveler advisory . Home and office communication devices for pre-trip planninginformationReduce commercial vehicleregulatory enforcement andcompliance costs and facilitateintermodal freight transportation

Maximize opportunities forpublic/private partnership in IVHSinfrastructure investmentsMaximize opportunities forprivatization of relevant IVHSuser services

. Weigh-in-motiona Computer Aided Dispatch/Automatic Vehicle Location for fleet management- Trip Planning. Electronic Data Interchange (EDI). Point of Sales (POS). Establishment of Transportation Information Exchange Node and its parent

network at the state and interstate level* Communications network for multimodal Traveler Information Services- Traveler service info., trip planning, and route guidance. Road user fee collection. Commercial fleet tracking and credential management. Dynamic ride sharing managementa Transit feeder services. Traveler security and emergency assistance

Table 1 - Our candidate architecture focuses on solving transportation problems and promotes privateparticipation in providing IVHS services

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Figure 1 - A Computer Aided Dispatch/Automatic Vehicle Location system enhances the on-timeperformance of transit and paratransit vehicles and provides accurate, real-time service information to riders.


- Electric-powered transit and paratransit vehicles for selectedroutes to minimize operating and maintenance cost. Advancesin electric vehicle technology appear to hold promises forrelieving the financial problems facing today’s publictransportation providers. Initial estimates have shown that forpassenger cars, the operating cost per mile of an electric caris about 30% of that of a conventional one.’

Some of the direct benefits of this concept are:

- Significantly reducing traffic congestion, energy consumptionand pollution emissions.

- The passenger-carrying capacity of transit and paratransitsystems can be increased much quicker than that of thehighway system, offering realizable benefits in the early phaseof the national IVHS deployment cycle.

- Enhanced mobility of the population who do not have accessto a vehicle.

Provide cost-effective methods for traffic management andincident management. Real-time traffic information is a keyelement of IVHS and necessary to support virtually all userservices. Since the U.S. has more than 4 million miles of roads,of which more than 700,000 miles are in the urban areas, itwould require substantial investments to install a comprehensivetraffic monitoring and surveillance network. Thus, to be costeffective our architecture has been designed to accommodate avariety of traffic detection techniques including both land-basedand airborne. This ability is particularly important to allowtechnology insertion during the evolution of IVHS. Therequirements for this concept are:

- Low-cost, overhead mounted, spot traffic detectors. In recentyears, a number of such detectors are emerging to replace theinductive loop detectors. Although new detectors are not yetin the deployment phase, they appear to offer a cost effectivesolution for area-wide traffic monitoring and surveillance.

n Land-based wide-area traffic surveillance systems to providemacroscopic traffic flow data. The major benefit of suchsystems is in their ability to monitor a sector of a

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metropolitan area with minimal communications and dataprocessing requirements.

n Airborne surveillance technologies (including radar, infrared,and video) are being used for non-defense purposes, especiallyin traffic monitoring and tracking. The benefits of asurveillance aircraft are in its ability to quickly verify trafficincidents, assess the requirements for incident clearance, andprovide a wide-area situational awareness to effectively helpmanage traffic around an incident site. The savings inunnecessary delay resulting from quick incident response andclearance are very significant since about 65% of today’surban freeway delay is due to non-recurring incidents6.

Promote widespread usage of traffic emergency notification(Mayday) using low-cost technologies. We expect that cellulartelephone service will be more affordable and available to thelarge majority of travelers in urban as well as rural areas. Acellular telephone is probably the most effective means forrequesting Mayday services. Other personal communicationsdevices are also expected to be widely used and can assume theMayday transmission function. For those people who do not haveaccess to a cellular telephone, we emphasize the development oflow-cost automatic (i.e., signals are transmitted under crashconditions) and manual Mayday signal transmitters using thecellular system infrastructure for signal reception and vehiclelocation.

The ability to receive and locate the Mayday signals is only halfof the story. Our architecture provides the flexibility for a publicorganization (e.g., traffic operations center) or privateorganization (e.g., traveler service center) to organize and assistin the emergency response effort.

Enhance interagency coordination while preserving theoperational autonomy of individual agencies. The WestinghouseTeam recognizes the challenge of resolving institutional issuesamong many jurisdictions and governmental departments withina metropolitan area as well as among states. To meet thischallenge, our architecture allows different jurisdictions andagencies to share their data, on a voluntary basis, either directlythrough a data link network or indirectly through an informationexchange mechanism (which may be organized at themetropolitan level). Our concept of multiagency information

66 APRIL 1994


exchange is in line with and reinforces the new role andimportance of the Metropolitan Planning Organizations (MPO’s)emphasized in the Intermodal Surface Transportation EfficiencyAct of 1991 (ISTEA). With a means to share information,regional alliances are expected to be formed to further realize themutual benefits (e.g., the I-95 Corridor Coalition).

Our architecture for interagency and inter-jurisdictionalcoordination is based on four interrelated but well-definedfunctions (Figure 2): intermodal passenger transportationmanagement; congestion and incident management; HAZMATtracking and emergency management; and commercial vehicleoperations regulatory support. The sharing of information notonly enhances the operational effectiveness of each agency, butalso provides the critical support and coordination needed duringtraffic-related and non-traffic related emergency situations (e.g.,a major evacuation of population due to HAZMAT releases ornatural disasters).

Minimize in-vehicle equipment requirements and costs topromote widespread usage of traveler advisory information.Since about 88 percent of Americans drive to work7, widespreaddissemination of traveler advisory information is necessary forany control strategies to be effective. According to a recentstudy’, more than 75% of freeway commuters are willing tochange route, mode, departure time, or a combination thereof toavoid traffic congestion. Thus, to reach this group of people, ourarchitecture emphasizes the low-cost feature of in-vehicleequipment (such as FM subcarrier and Digital Audio Broadcast)for traveler advisory information reception. Also, our emphasisis in providing pre-trip planning information at home or in theoffice to more effectively influence people’s travel choices.

Our architecture also accommodates sophisticated travelerinformation systems such as route guidance and route selectionfor those who are willing to pay for the service (e.g., local small-package delivery fleet, taxis, and tourists).

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IVHS ARCHlTECTURE DEVELOPMENT PROGRAM.

INTERMODAL

MANAGEMENT

CONGESTION & INCIDENTMANAGEMENT

HAZMAT TRACKING &EMERGENCY MANAGEMENT

CVO REGULATORYSUPPORT

Figure 2 - Our architecture supports interjurisdictional and interagency coordination toenhance individual organization’s effectiveness

68 APRIL 1994


Reduce commercial vehicle regulatory enforcement andcompliance costs and facilitate intermodal freighttransportation. The increasing trend of freight transportation bytrucks (40 percent in 1991 compared to 35 percent in 1970 9) hasresulted in more resources being dedicated to commercial vehicleregulatory enforcement and compliance. Our architecture, on theone hand, provides means to reduce the delay incurred duringvehicle inspection and credential verification as described in theuser services. On the other hand, our architecture facilitatesinformation exchange between the carriers and governmentagencies to effectively plan truck routes and achieve just-in-timedeliveries.

Maximize opportunities for public/private partnership in IVHSinfra-structure investments. Our architecture delineates thesignificance of an integrated transportation information system(through transportation information exchange) to support manyuser services. This system features collaborative trafficinformation acquisition, data fusion, and secured high-speed datalinks. Because of the commercial value of this information base,opportunities for public/private partnership are possible to benefitboth sectors and to share the investment cost of IVHS.

Maximize opportunities for privatization of relevant IVHS userservices. Our architecture facilitates the establishment of avariety of traveler service centers to support personal as well ascommercial transportation needs at both the local and interstatelevels. Although these services are envisioned as privatebusinesses, the means for collaboration and sharing ofinformation with public agencies is inherent in the architecture.For example, a traveler service center can provide “sanitized”probe data collected from its customers (or subscribers) to trafficauthority to supplement and enhance the traffic informationdatabase of the metropolitan area. Such collaboration has apotential for reducing the infrastructure investment requirements.

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Based on the above unique features and the requirementsdescribed in the user services, the Westinghouse Team’sarchitecture provides the necessary linkages to facilitatemultimodal transportation of people and goods, to improve travelsafety, and to enhance interagency coordination (see Figure 3).With in this framework of the architecture, the deployment ofsystems to support the various user services will be evolutionary.Our deployment strategy is to recognize the needs of thosesystems that will result in early benefits to: (a) society byreducing traffic congestion, pollution emissions, and energyconsumption; and (b) the economy by reducing freighttransportation delays and costs. The candidate systems for earlydeployment are:

- Multimodal traveler information systemsn Transit and personalized public transit management systems- Traffic monitoring and control systems- Incident detection and management systemsn Commercial vehicle pre-clearance systemsn Commercial vehicle administrative support systems

Given the state of development of our architecture at this time,which is about half way through the project, it is not possible forus to address all the implications of interest in details. However,we have developed approaches to addressing these implicationareas as shown in Table 2.

In summary, the Westinghouse Team’s architecture emphasizesthe ability to increase the people-carrying capacity of the publictransportation systems to combat traffic congestion; to improvesafety through low-cost incident notification and integratedemergency responses; to enhance economic productivity ofcommercial vehicles; and to facilitate interagency cooperation tobring about mutual operational efficiency and effectiveness.

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ARCHITECTURE IMPLICATIONS WESTINGHOUSE TEAM’S APPROACH

Deployment Providing early benefits in reducing traffic congestion andfreight transportation cost

Equity Enhancing equity by clearly separating public, private,and partnership IVHS services

Financing Encouraging private financing to minimize the possibleimpacts of funding instability

Institutions Preserving the role of existing institutions while providingcatalysts for inter-organization cooperation

Safety Focusing on traveler safety as well as system operationalsafety

Market Enhancing competition and facilitates market penetrationthrough open architecture

Operations and Maintenance Providing a framework for gradual changes in systemoperations and maintenance

Policy and Regulation Offering a solid basis to support environmental andtransportation policies and regulations

Privacy Providing safeguards to protect organizational andpersonal privacy

Standards Promoting the establishment of standards and theirassociated evolutionary plan

Table 2 - Our Architecture Addresses All Areas of Implications

1 Highway Statistics, 19902 Strategic plan for Intelligent Vehicle-Highway Systems in the United

States, 19923 U.S. DOT, National Strategic Transportation Planning Study, March

19904 Eno Foundation for Transportation, Inc. Commuting in America5 Westinghouse Electric Corporation, Internal Study, 19926 IVHS America’s Strategic Plan, 1992 p.II-107 Highway Users Federation, Highway Fact Book, 19928 Haselkom, M, W. Bar-field, J. Spyridakis, and L. Conquest. Improving

Motorist Information Systems: Toward a User-Based MotoristInformation System for the Puget Sound Area, Washington StateTransportation Center, RP GC 8286, Task 26, Seattle, WA, April1990.

9 American Association of Railroads

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FEEDBACK

Feedback during this review cycle will identify important issues andhelp refine the architecture alternatives. The following form focuses onthe issues, needs, and concerns of implementing IVHS. The answers tothese questions provides the development teams with valuable insights.The form includes four categories:

n STAKEHOLDERS CLASSIFICATION. Identifies stakeholdersin terms of the functions their employing organization performs.

n USER SERVICES. Establishes qualitative stakeholder preferencesconcerning the IVHS user service bundles.

n IMPLICATIONS. Provides qualitative stakeholder perspectivesconcerning the socioeconomic implications of the IVHSarchitecture alternatives.

n ISSUES. Identifies your top three issues regarding implementation.

Fax or mail your Feedback Form to:

Valerie CassanIVHS AMERICA400 Virginia Ave. S.W.Suite 800Washington, DC 20024-2730FAX: 202.484.3483

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the u.s. department of transportation

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