Cross-cutting Issues

ATMS operations rely on traffic detection to provide accurate real-time traffic counts for
effective traffic management. Traffic detectors typically operate in a harsh and ever-changing
environment, which challenges the adaptiveness and reliability of the traffic detection system.
This paper presents a multi-level systematic diagnostic procedure to test and recalibrate the
Staten Island Intelligent Traffic Detection System to enhance the system-wide accuracy after
the initial installations in 2004. The most advanced non-intrusive microwave detection
technologies have been implemented; all automatic radar detectors in the Staten Island
Intelligent Traffic Detection System have been thoroughly tested, recalibrated and validated
without disruptions to roadway traffic or system operations. Of the 90 roadside radar
detectors installed along the four major highways in Staten Island, 90% were successfully
recalibrated by updating built-in lane configurations and fine-tuning various RF parameters to
adapt to new traffic patterns from the various roadway improvement and rehabilitation
projects after the 2004 installations. A statistical analysis has been performed by comparing
the detector data with the ground truth data simultaneously collected from the detector sites;
the results have demonstrated high accuracy in the overall system performance, with a MAPE
of 6.7% for vehicle volumes and 9.3% for travel speeds.

Authors: Yuqing Ding, P.E., Ph.D., Mohammed Salfur Rahman, Moysey Eppel, P.E.

Presented at the 18th World Congress on ITS, October 2011, Orlando, Florida

King County Metro Transit (Metro) serves 1.7 million people located in King County, Washington. Metro operates a fleet of about 1,300 vehicles -- including standard and articulated coaches, electric trolleys, and dual-powered buses. These vehicles serve an annual ridership of 100 million passengers within a 2,134 square mile area, serving the cities of Seattle, Bellevue and the surrounding area.
In 2006, Metro desired a regional expansion to its enterprise network to provide an access layer along high use corridors of the transit service area. This access layer would provide ITS enhancements that include roadside traffic signal control, signal prioritization, enhanced GPS location resolution of the existing Automatic Vehicle Location (AVL) system, Real Time Traffic Information System (RTIS) enhancements, Customer Itinerary Planning, and on-street electronic fare collection.
The solution is an operational implementation of the Connected Vehicle vision of the U.S. Department of Transportation (US DOT) that uses the FCC allocated 4.9 GHz Public Safety band for the wireless component. Connected Vehicle is described within the National ITS Architecture and supported by US DOT. This vision promotes a surface transportation system for ―travelers to have comprehensive and accurate information on travel options—transit travel times, schedules, costs, and real-time locations; driving travel times, routes, and travel costs; parking costs, availability, and space reservation information; and the environmental footprint of each trip.‖ The Metro deployment is the first of its type in the nation to be based upon the Connected Vehicle concept.
Connected Vehicle, however, is generally associated with the 5.9 GHz Dedicated Short Range Communications (DSRC) spectrum for wireless connectivity. Does this ‗hybridization‘ that mixes Public Safety with DSRC use conflict with the US DOT vision? Does the use of 4.9 GHz spectrum within an ITS deployment negate the goal of Interoperability with Public Safety? How does each, 4.9 GHz and 5.9 GHz, relate to the larger hierarchical Enterprise network? Why did King County choose Public Safety 4.9 GHz wireless?
This paper provides a discussion of how DKS Associates, working with King County Metro Transit and Office of Information Resources, designed and deployed an IP enterprise architecture to manage these differences in a way that enhances the goals of both Connected Vehicle and achieve Interoperability between Public Safety and Transit ITS organizations

Authors: Bryan Nace CCNP, John Toone MPA

Presented at the 18th World Congress on ITS, October 2011, Orlando, Florida

A partnership has been formed to develop and deploy a rural Connected Vehicles system in eastern Idaho. The partners include the Idaho Transportation Department (ITD), the Idaho National Laboratory (INL), the Idaho State Police (ISP), and the Idaho Health and Welfare Emergency Medical Service Bureau (EMS). The goals of the partnership are to improve safety on the rural commuter routes to/from the INL facility from the I-15 corridor, improve road maintenance on these commuter routes, and minimize environmental impact by commuters and general traffic on these routes. The goals will be achieved by implementing the following applications: real time traveler information, enhanced weather alerts and road condition reporting, mayday relay and incident detection, fleet management and emissions reporting, vehicle to vehicle safety alerts, animal avoidance warnings, and video snapshot broadcasting.

Authors: Robert Koeberlein P.E., Glen Thurgood P.E., Poerre Pretorius P.E.

Presented at the 18th World Congress on ITS, October 2011, Orlando, Florida

Use of wireless technology to enable communications between all road user entities is generally termed V2X or Vehicle-to-Entity connectivity. Use of V2X communications to make everyone aware of each other is seen as a promising approach to reduce the negative implications of road accidents and traffic congestion. According to USDOT statistics, roadway accidents are the leading cause of death for adults and roadway accidents also have a direct economic cost of over $ 200 billion per year. This is in addition to the time and resource loss associated with traffic congestion, resulting in a total estimated 4.2 billion lost hours per year.

The capability to estimate the position of a given entity with respect to another is a critical requirement in all V2X applications. Therefore, positioning and wireless communication capabilities can be considered the two critical building blocks of V2X. As the technology progresses, V2X-based awareness based advisory and warning applications may be extended to various levels of vehicle control, ranging from crash avoidance to fully automated driving. Global Navigation Satellite Systems (GNSS) is considered the most suitable core positioning technology for V2X. This implies strict accuracy, reliability and availability requirements for GNSS-based positioning.
Previous research and development efforts have looked at various methods of GNSS-based relative positioning for V2X applications. These efforts have confirmed that using simplified methods may not necessarily provide the robust operation needed in a real-life environment with different GNSS hardware, software, and other variability. GNSS based relative positioning techniques have been considered as an alternative to overcome some of these interoperability issues.
The presented work illustrates the pros and cons of using GNSS code measurements and Doppler measurements, in relative mode for V2X relative positioning. Given that carrier phase based methods such as Real-Time Kinematic (RTK) are subject to cycle slips, using code measurements only or code and Doppler measurements is a more attractive method of relative positioning that is also simpler to implement.

Authors: Dr. Chaminda Basnayake, Professor Gerard Lachapelle, Dr. Jared Bancroft

Presented at the 18th World Congress on ITS, October 2011, Orlando, Florida

ShenZhen China, has been actively enhance the new port development with a unique
sustainable, economic, environmental-friendly development opportunities. The project's
integrated planning, system design, show the actual prototype demonstration program,
will be measured, energy saving, environmental improvement and support the physical
development of Wuhan New Port, as one of China's major shipping port and Economic
Development Zone Development. ShenZhen will apply various ITS Technologies to
reduce emissions, improve energy efficiency, develop green logistics to link Hong Kong
overall integrated development of networking technology WuHan New Port Green
Technology Deployment for Sustainable Inland Waterway Environment, Integrated
Logistics, Systematic Planning Development
China's ongoing 12th National 5-year development plan, has identified variety of areas
and new industries for sustainable energy solutions, economical, environmentally
friendly development in the China National Development and Reform Commission
(NDRC) plans during 2011-2016. China's key industrial sectors in the transportation,
construction, and business and non-governmental forces in setting energy use, improve
China's energy saving potential and future energy needs. China now world's top 30 of
the 10 largest container port, has the world's largest port container throughput world,
handling 34% of global container transportation. This paper summarizes ShenZhen
Port’s current plan, development methodology, implementation approaches, key tasks
for the integrated planning and development. ShenZhen, applying the Green Port
Concept, similar to the Korea Fukuyama port (Busan, Korea), Long Beach Green Port
(USA Long Beach Port), and Los Angeles Green Port (USA Los Angeles Port), will be
implemented through a comprehensive development model. The ITS implementation
will integrate multimodal transport planning, system design, and prototype
demonstration to achieve eco-friendly green evident from the port terminals, water
transport development to improve environment, resources, community, and investment
to successfully attract new transport-based energy efficiency industry to a nearby hightech
industrial development zone.

Authors: Edmond Chin-Ping Chang, Ph.D., P.E., Lou He-ru, Sun Hui-Liang, Chen Bin-Li, Guan Zhi-chao, Zhang Xin, LaXin Zhang

Presented at the 18th World Congress on ITS, October 2011, Orlando, Florida