integrating the collection, fusion, and dissemination of traveler information in edinburgh, scotland

Mathl. Comput. Modelling Vol. 27, No. Q-11, pp. 335-348, 1998 @ 1998 Eisevier Science Ltd. All rights reserved

Printed in Great Britain 08957177/98 $19.00 + O.QCI

PII: SO8957177(98)00068-S

Integrating the Collect ion, Fusion, and Dissemination

of Traveler Informat ion in Edinburgh, Scotland

M. LOVICSEK, S. STEWART AND B. DELSEY

IBI Group, 230 Richmond Street West, 5th Floor Toronto, Ontario M5V lV6, Canada

Compuserve: <103145,2530>~74721,621><76331,2354>

Abstract-The Edinburgh traveler information system, currently being designed for the Edin- burgh City Council (ECC), is notable both for its multifaceted approach to the challenges of trafIic management in an urban setting and its ability to integrate past, present, and future elements. Integration plays a part in the system design in the following ways:

. integration of new and existing systems;

. linking together of several disparate systems and procedures; l tight integration of response capabilities with the National Driver Information and Control

System (NADICS) operated by the Scottish Office, covering interurban motorways; . incorporation of modularity and flexibility to accommodate future integration.

In describing how the Edinburgh traveler information system is intended to operate, the paper refers to the different types of integration and shows how they are used to benefit the system.

The paper begins with a Background outlining the physical, geographical, and institutional context for the system. The Council’s environmentally aware policies are referred to, and existing and planned systems, both within and outside Edinburgh, which are relevant to Edinburgh traveler information are briefly described.

Following the Background is an overview of the System Design, describing the value added by new elements of the Edinburgh traveler information system and the basic functions to be performed by the system. The Data Collection, Data Fusion, and Data Dissemination aspects of the system are then investigated individually. From the sections describing system structure and operations, it is apparent that the design aims to maximize the collection sources and dissemination mechanisms, but to consolidate the processing of all inputs and outputs in one central location. The system design can accommodate a number of diverse dissemination technologies to ensure that as many target audiences es possible will be exposed to the information, e.g., variable message signs, remote display terminals, interactive telephone, electronic data exchange, etc.

The System Beneflts are then outlined and related to the Council policy objectives. The paper ends with a Conclusion and Outlook section which recaps the main points and looks ahead by identifying system enhancements which are anticipated to be integrated in the future.@ 1998 Elsevier Science Ltd. All rights reserved.

Keywords-Traveler information, Data collection, Data fusion, Data dissemination, ‘IYafIic management , System design.

The authors would like to thank G. Hazel (Director of Transportation), Edinburgh City Council, and the Scottish Office for their kind permission to publish this paper. The views expressed are those of the authors and not necessarily those of Edinburgh City Council or the Scottish Office.

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335

336 M. LOVICSEK et al.

INTRODUCTION

It is only in an ideal situation that a traveler information system can be designed as a self- contained independent entity, “in a vacuum”, as it were. More realistically, systems must be

developed within a context of related existing and planned programs which cover or influence the same geographic area. Successfully integrated traveler information systems build upon the relevant aspects of other related programs, using them to advantage, without creating unnecessary redundancy or requiring redesign of existing elements.

The former Lothian Regional Council (LRC) commissioned the design of a traveler information system for urban Edinburgh, as part of the ongoing West of Edinburgh project. Staged system implementation is scheduled to begin pending approval from Edinburgh City Council (ECC), which has taken over responsibility for the project, and is expected to extend over at least two financial years. The Edinburgh traveler information system design is an example of how past, present, and future elements can be integrated into a comprehensive yet efficiently operating

entity. The Edinburgh traveler information system is unique in that it presents an innovative solution

for traffic management in an urban setting. The system is designed to collect information from a number of sources, centralize it for fusion and processing, and disseminate it using a variety of dissemination technologies, which could include variable message signs, remote display terminals, interactive telephone, automatic fax, electronic data exchange, kiosks, and electronic bulletin board. The collection, processing, and dissemination of traveler information will enable a number of basic functions to be performed, such as event management, parking guidance and information, equipment fault monitoring, and congestion monitoring.

The Edinburgh traveler information system design is also unique in achieving integration on at least four levels:

1. integrating a number of existing and new information collection sources, dissemination technologies, and response mechanisms into a cohesive and comprehensive traveler information system;

2. incorporating and linking several disparate systems and procedures that have evolved independently;

3. providing information links and tight integration of response capabilities with the National Driver Information and Control System (NADICS), which is operated by the Scottish Office Industry Directorate (SOID) and which covers the national motorways including those leading into urban Edinburgh;

4. incorporating into the design sufficient modularity and flexibility to accommodate the future integration of new functionality and expanded geographic coverage.

This paper outlines the operational design of the Edinburgh traveler information system. The description focuses on how the various levels of integration are achieved to result in an efficient, effective, well structured and low cost system that meets the Council’s objectives.

BACKGROUND

A map of the area of coverage for the Edinburgh traveler information system is shown in Figure 1. The road network in and around Edinburgh can be described as a pattern of orbital and radial roads converging at the city centre. The new information sources and dissemination tools which would be added as part of the project are focused on the western approaches to the city centre, inside the city by-pass orbital road (A720). However, some existing systems being incorporated into the traveler information system cover the former Lothian Region in its entirety, and the geographic scope for these functions will be retained in the hybrid system.

The western radial approaches to Edinburgh from outlying centres and Glasgow (situated approximately 65km to the west) have the highest traffic demands and are the most congested

Traveler Information

Figure 1. Edinburgh traveler information system geographic coverage.

approaches. Inbound traffic at the height of the morning peak typically queues for 4 to 6km with delays of about 40 minutes, upstream of the roundabouts near the city by-pass. During the evening peak, the reverse process takes place, with severe congestion affecting Edinburgh traffic traveling westbound. Counter peak direction movement is also significant, for example, on certain parts of the A8.

Other factors which affect the traffic profile within Edinburgh include the large proportion of tourists particularly in the summer, the protected historical nature of the city which pro- hibits road construction and widening, and the environmental consciousness which pervades the governing policies of the Council. Objectives relating to transportation are documented in Mov- ing Fonuard [l], the Council’s transport strategy to the year 2000 and beyond, and include the following:

0 improve safety; - by 2000, cut road casualties by a third; - halve the number of child casualties by 2000;

l promote healthier environment; - halt increase in car traffic into the city centre by 2000 and reduce car traffic into city

centre by 2010; - in Edinburgh, reduce the mode share of the private car for journeys to work from 48

percent to 47 percent by 2000 and 36 percent by 2010; - in Edinburgh, sustain the mode share of public transport for journeys to work at 34

percent to 2000 and increase it to 41 percent by 2010; - improve air quality by reducing emissions by 20% by 2000;

l encourage economic development.

Some specific initiatives forming part of the Moving Forward strategy include Greenways (mea- sures to improve bus reliability and journey times on main routes and to tame traffic in residential areas), the City of Edinburgh Rapid Transit (a segregated route exclusively for buses linking the


airport and the city centre and other key centres), Park and Ride (car parks in strategic positions with express transport links to the Edinburgh city centre), and Park and Walk (freeing up space for people in the centre of Edinburgh by providing more purpose-build car parks).

Prior to starting work on the Edinburgh traveler information system, several disparate systems were already in place, or being initiated, which incorporated to some degree the collection and/or dissemination of traveler information. Most of these systems operate under the Council’s jurisdiction. The main systems in this category are the following.

l CLARENCE-CLARENCE is ECC’s Customer Lighting And Roads ENquiry CEntre system. The system supports a monitoring facility by providing a means for the general public to report problems associated with street lights, traffic signals, roads, pavements, and gullies. Four telephone operators in the CLARENCE control room take calls, enter appropriate details in a relational database, and send requisitions to appropriate agencies to make arrangements for the repair of faults.

CLARENCE also includes a scheduled event collection and dissemination service. In- formation on upcoming roadworks and special events impacting traffic is sent in advance to CLARENCE from the event generators. CLARENCE staff then enters the event information into a word processing package, and information screens are displayed on display terminals in the CLARENCE office front window to walk-by traffic.

l SCOOT-A SCOOT (Split Cycle Offset and Optimization Technique) system is in operation along key urban radials in Edinburgh. SCOOT is a form of tralflc adaptive signal control, which also has important applications for vehicle monitoring and detection. Data on traffic flows and other parameters is sent electronically from the SCOOT intersections to a control centre. Data from a fault monitoring module incorporated into SCOOT is also received electronically. In addition, images from CCTV cameras covering the main SCOOT intersections are viewed at the control centre. Neither the SCOOT traffic data nor the CCTV coverage is processed and disseminated as traveler information.

l REMAC-A stand-alone RJXmote Monitoring And Control system is used to monitor faults for trafhc signal equipment located at nonSCOOT intersection installations. REMAC utilizes remote fault monitoring devices to report faults and fault clearances to a central monitoring system. The fault information is not disseminated as traveler information.

l FRAS-ECC’s Fault Reporting Analysis System is a stand-alone computerized tool for centralized monitoring and tracking of traffic signal faults. Faults and fault clearances automatically collected for both SCOOT (by SCOOT) and nonSCOOT (by REMAC) intersections are manually entered into a common FR.AS database. Again, fault information from FRAS is not disseminated as traveler information.

l ICELERT-ICELERT is a stand-alone system that collects environmental data from remote sensor devices. The Council operates a secondary host of the ICELERT system in the CLARENCE control room, which allows operators to view and print relevant weather data including alerts for adverse road conditions due to ice. Selected ICELERT environmental information is also sent by fax to media agencies which can then broadcast the information to the public.

l TRAVELINE-TRAVELINE is an information point providing details on all local public transportation services in ECC and complementary facilities. The TRAVELINE visitor centre provides information on bus schedules for all the Council’s operators and train time tables. A public call-in service is also in place for addressing inquiries about public transportation.

l NADICS-The NAtional Driver Information system is a large-scale traffic management system for Scotland, which currently covers the nation’s central belt. NADICS is operated by the Scottish Office Industry Directorate (SOID), in conjunction with specific district

Traveler Information 339

authorities. The system is currently comprised of three modules. The first module focuses on the urban motorways in and around the Glasgow conurbation, the second manages traffic strategicshy on routes associated with crossings over the Firth of Forth. The third and newest module, WEDICS (West of ~inburgh Driver I~ormation and Control System) is a geographic expansion of the first two modules to cover selected interurban routes in the former Lothian Region, west of, and including, the A720 city by-pass.

Because traffic conditions and diversions in the interurban WEDICS network often impact traffic within Edinburgh, and vice versa, there is a need to closely coordinate any advisories to travelers generated by either system if they can potentially impact the other. In addition, general traveler information on the interurban WEDICS network is of relevance to travelers going to and from Edinburgh, and therefore needs to be dii tributed. Traveler information dissemination is not planned to be done through WEDICS. A NADICS-related national initiative, SCOTIA (Scottish Trafilc Information Associa- tion), which will likely be responsible for third party information distribution, is only in the development stages. Therefore, the processing and nomination of nont~~d-pi, nonprofit traveler information for the integrated urban and interurb~ systems is planned to be handled under the umbrella of the Edinburgh traveler information system.

SYSTEM DESIGN

In designing the Edinburgh traveler information system, objectives were prioritized so that a core ~n~tion~i~ could be implements in a manageable fashion. An impo~~t requirement of the core system is that it be modular, fully configurable, and expandable to accommodate new functionality and geographic expansion, as the system is added to in the future.

The basic structure of the Edinburgh traveler information system is illustrated in Figure 2. Traveler information would be gathered from a variety of sources, processed by a central system, and distributed through a number of dissemination technologies to the general public, Police,

0 POUCE

ROAD 0 PATROlS

CENTRALSYSTEM

I

0 POLICE

Figure 2. Proposed system structure.


and other external agencies, some of which (e.g., media) would act as rediitributors of the information. The next three sections of this paper will provide further details on data collection, fusion, and dissemination, respectively.

The new elements planned for the integrated Edinburgh traveler information system, in comparison to the current set of independent systems, include the following:

l traffic management capabilities for the western parts of Edinburgh, including:

- addition of incidents and other unscheduled traffic events (e.g., adverse road condl- tions, queues) to the base of traffic information;

- inclusion of real-time information, both on unscheduled events and on updates to

scheduled events; - capability for disseminating real-time information to encourage route balancing and

influence mode choice;

- capability for disseminating information on parking space availability at major car parks, to encourage use of off-street parking, and to minimize traffic circulation due to drivers attempting to locate parking spaces (Parking Guidance and Information function);

- availability of congestion status information on key urban arterials; greater number of information dissemination technologies, and increased scope of information for dissemination; consolidation of all traveler information into one central computer system for universal accessibility and response (the system will have built-in redundancy in case of failure); automation of information flows which were previously manual; interface with national system; inclusion of “hooks” for incremental functionality desired for the future (e.g., public transportation information, automatic incident detection).

Six basic functions would be enabled by the Edinburgh traveler information system, as sum- marized below.

Table 1. Types of events. I I

Event Type I

Unscheduled/ Scheduled I

Exemplee

Incident Unscheduled

l Accident

l Breakdown

0 Spill

l Debris

Equipment fault (major

traffic imoactl Unscheduled

l Emergency roadworks

0 ‘Ikaffic signal out of service

Adverse road conditions Unecheduled l Moderately icy

0 Severely icy

Adverse PGI conditions

Uneupervieed echo01

croesinge

Queues

Scheduled roedworlce

Special events

Unscheduled

Unscheduled

Unscheduled

Scheduled

Scheduled

. All area cer parks full

l All syetem car parks full

0 Patroller abeent

l Congeetion of defined length

0 Construction

l Maintenance

0 Parade

0 Run

. Football match

Thweler Information 341

1. Event Management

Event management includes traffic event detection, confirmation, monitoring, and response. Within the context of the ~inburgh traveler information system, events are defined as situation which impact trafilc and require a real-time or prior response from the information dissemination infrastructure. System events can either be scheduled or unscheduled, as defined in Table 1. Event detection and confirmation could occur through the system infrastructure (e.g., observation on CCTV camera, REMAC signal fault monitoring system} or through external sources (e.g., Police, road patrols). It is important for system credibility and completeness that, in addition to new events, event updates (including clearances) be detected and confirmed. Once the event details have been accepted into the central system, the system would assemble a coordinated response involving all appropriate traveler information dissemination technologies.

2. Parking Guidance and Information (PGI)

The Parking Guidance and Information function will use rotating prism Variable Message Signs (VMSs) to provide information on whether car parks in the vicinity of the sign are full, nearly full, or have plenty of spaces available. Detectors at each car park will continuously monitor the number of vehicles entering and leaving the car park, so that at any time the number of occupied and vacant spots would be known. When the number of vacancies exceeds or falls under specific user definable thresholds set within a central computer control system, changes to the sign messages would be triggered.

3. Equipment Fault Monitoring

The current equipment fault monitoring function of CLARENCE will be retained. However, the scope of equipment monitored will be increased, and automatic fault declaration added as an enhancement.

4. Congestion Monitoring

Operators of the Edinburgh traveler information system will require a general awareness of traffic conditions, so critically congested areas can be more closely monitored, e.g., using CCTV cameras. Detector data interpretation software added on to expanded SCOOT detection infrastructure will provide the input data for traffic monitoring.

5. Information Redistribution

In addition to the distribution of event data (see Item 1 above), specific nonevent data could be redistributed to other agencies and the public using traveler information dissemination technologies. For example, ICELERT data could be automatically faxed to users (a current manual activity carried out by CLARENCE staff).

6. Miscellaneous Logging

Details on miscellaneous communications and other details not captured elsewhere in the system will be recorded through a miscellaneous logging function.

DATA COLLECTION

As was indicated in Figure 2, a number of information sources will ~ntribute data to the Edinburgh traveler information system, in order to maximize the volume of incoming information and to use redundant reports to confirm event details. Existing information sources have all been retained in the system design. In addition, new sources for voice information (e.g., road inspectors, bus operators) are being investigated to support the new requirements for incident information and real-time delivery.


A major feature of the system design is the addition of new electronic links, enabling source data to be automatically entered into the central computer system. Potential examples include:

l data from existing SCOOT detector loops and new loops installed as part of the system, passed through a SCOOT data interpretation package, and fed automatic~ly into the central system as location-referenced congestion monitoring data (LAN link);

l automatic and stand-alone operation of the Parking Guidance and Information function, requiring minimal operator intervention, but interfaced electronically with the central computer system (LAN link);

a electronic link between CLARENCE and TIME (Traffic and Traveler Information Man- agement for Edinburgh~, the central application for traffic mo~toring and control, and for the processing and dissemination of traveler information (LAN link);

l automatic input of signal fault monitoring data from SCOOT, REMAC, and FRAS (LAN link);

l automatic input of ICELERT adverse road condition and environmental data (via mo-

dem); l possibly, a computer-t~computer link between the Police Command and Control System

and the Edinburgh traveler information system, whereby selected data fields from selected Police events would be automatically transferred without operator intervention (not yet determined).

DATA FUSION

Traveler information will be processed primarily in the TIME central application. The TIME software will be custom developed software, coded in a high level programming language. TIME will be linked to all other subsystems (e.g., CLARENCE, PGI, SCOOT, REMAC, FRAS, ICEG ERT, NADICS) which are of relevance with respect to the nature of the traveler information collected and distributed in the Edinburgh system. The data coming into TIME from the other systems will not be in a format compatible to TIME processing. Therefore TIME will need to rationalize incoming data to make it usable by the system.

TIME will be operated using a Graphical User Interface (GUI) with location referencing capabilities. Using prompts from the GUI together with the logic programmed into TIME, the system will automatically assemble a set of event responses which would then be distributed using the various information dissemination technologies available to the system.

Event details such as event type, location, and lane blockage pattern would be entered into TIME, by the operator (e.g., as telephoned in from an external source), through an automated link, or as a combination of the two. The TIME logic would then use the event details to generate a coordinated response for all relevant dissemination technologies. For example, a VMS message could be comprised of a “fill-in-the-blanks” skeleton framework, with event details (e.g., location) being used to complete the message. The same event details could form the basis of system-composed sentences to be automatic~ly faxed out to interested external agencies. A shorter version of the fax message together with a map display could be generated by TIME for use as a kiosk display. All response and traveler information technologies could similarly be coordinated through TIME.

While event management will be the most complex function enabled through the Edinburgh traveler information system, the TIME/CLA~N~E central system will also ~co~odate the other basic system functions mentioned under the System Design section, with the exception of PGI which will be handled by a stand-alone computer linked to TIME. Equipment fault monitoring is the domain of CLARENCE which, except for the increased quantity of equipment to be monitored and the new electronic links, will operate essentially in the same way as the current stand-alone system. Congestion monitoring data gathered through SCOOT add-on software will be read into TIME, which will further manipulate the data so that the TIME graphical user

Traveler Information 343

interface presents the data to operators in an efficient and meaningful manner. Information redistribution of nonevents and miscellaneous logging will also be controlled through the TIME graphical user interface, which will facilitate operator information entry and confirmation of system-generated messages for redistribution.

DATA DISSEMINATION

The Edinburgh traveler information system design features a number of potential dissemination technologies that are sufhciently diverse to maximize the exposure of various target audiences to the information. The technologies and use of these technologies enable access to traveler information that would be available in the following ways:

l pretrip and en-route; l in the vehicle, at home, at work, in car parks, at service stations, and in public areas such

as shopping centres; l in advance of the event and during the event; l pro-actively and passively; l prior to taking an affected route and on the affected route; l by voice, by text, and graphically.

The information dissemination technologies that are expected to be used in the initial Edin- burgh system are indicated in Figure 2, and include the following.

l Urban Variable Message Signs-Four urban variable message signs will be installed at key decision points within the western urban network, oriented to outbound trafhc. The main function of the signs will be to display information about unscheduled and scheduled tralhc events, so that drivers are prepared to respond pro-actively to hazardous conditions, and to suggest means of circumventing the hazard and thereby also reduce delay. When the urban VMSs are not being used to display event data, relevant default messages would be displayed, for example messages promoting the use of public transport or Park and Ride. Also, the urban VMSs will be used for displaying messages about the outbound interurban network covered by the WEDICS module of the national system.

l Interurban Variable Message Signs-Although the interurban WEDICS VMSs on approaches to the urban network are to be controlled through NADICS, operated by Scottish Office, the plans for linking WEDICS and the Edinburgh traveler information system will make it possible to use the VMSs to sign also for urban events. Requests for displaying urban event messages on the interurban signs will be sent electronically to the interurban system, which would accept or deny the requests based on logic internal to the interurban system. In addition, the status of the urban network would impact the response strategies, and therefore, the interurban VMS messages for interurban events. A response involving diversion whereby interurban traffic is routed onto a congested urban arterial is one example where urban congestion status should result in the modification of an interurban response.

l PGI Variable Message Signs-A set of 22 rotating prism variable message signs will be used for the exclusive purpose of parking guidance and information. The signs will include names of individual car parks, direction arrows to each car park, and a variable indicator stating the space availability of each car park. A system of areas based on logical desti- nation groupings of car parks has been developed for organizing the PGI signing, aiming to minimize the volume of cross-town vehicle traffic. An example of a PGI VMS is shown in Figure 3.

l Remote Display Terminals (RDT)-With remote display terminals, traveler information will be displayed via television monitors to the general public, at high pedestrian volume locations which have particular relevance to the type of information displayed, e.g., bus/train stations, car parks, Park and Ride facilities. RDTs could be viewed by a num-


I City Centre West

II HAYMARKET AREA

r Haymarket Station

t

1 Spaces 1

Morrison Street +

CASTLE AREA

-4

Figure 3. Parking guidance VMS.

ber of people simultaneously, and are intended to capture a “walk-by” type of audience.

Therefore, the information shown would be most effective if it could provide a general

“snapshot” of events and traffic conditions in one brief glance. A potential format for the

RDT display is a split screen with a map on the top half of the screen and scrolling text

on the bottom half.

l Interactive Telephone (IT)-An interactive telephone service will provide traveler infor-

mation access through a touch-tone telephone menu. TIME will compose messages in

“script” format, and prompt the operators on the basis of a user defined timetable to read

and record new event messages. In the future, voice generation technology would replace

manual reading and recording of messages. The structure and wording of the IT messages

will be unique in comparison to other dissemination technologies, catering to the fact that

the messages are to be spoken and listened to rather than displayed and read.

l Automatic Fax-This technology involves the automatic generation of a report by com-

puter, using current database information, and the automatic dispatch of information to

a preprogrammed list of subscribers. Many agencies receiving automatic fax (e.g., radio

stations) would rebroadcast the information to the general public. The actual faxing of

information will be handled electromcally, using multiple fax cards which enable the send-

ing of multiple faxes simultaneously. The organization of which faxes would be sent to

specific users, and when, would also be handled by the system.

l Kiosks-Travelers could access road and traffic information directly through interactive

information kiosks. An interactive kiosk terminal would allow users to query the central

database directly and to obtain very specific traveler information. Kiosks are intended for

individual users, who could reference detailed information suited to their requirements,

including noncritical and even static information (e.g., locations and hours of operation

of car parks).

l Internet-A web page on the Internet would provide real-time access to traveler informa-

tion via a modem. This technology could be used by external agencies, by third party

345 Tkaveler Information

Table 2. Use of information dissemination technologies.

Not all the data dissemination technologies outlined above are suitable for all aspects of the

providers for redistribution of information, and by individuals on personal computers in their homes and workplaces prior to traveling. The Internet screens could be a scaled- down read-only version of the TIME GUI, including map displays, allowing users access to selected event details and summary forms.

basic functions defined in the section on System Design. Table 2 indicates which dissemination technologies would most effectively be used for which purposes.

DATA FLOWS

The operational description of the system described thus far has been translated into systems data flow diagrams. These diagrams define more precisely the nature of data passing from entity to entity, and provide a starting point for the software functional specifications.

As described earlier, the Edinburgh traveler information system will comprise a number of existing and new subsystems operating in a cooperative fashion to achieve the traffic management and traveler information objectives of the system. Figure 4 illustrates the context of the system. The central “bubble” defines the boundaries of the traveler information system, and delineates the system from its external environment. The boxes shown depict entities in the system’s environment with which the system must interact. These entities determine the system’s inputs, outputs, and functional capabilities.

Proceeding one level of detail further, a preliminary design of the ECC top level system is illustrated in Figure 5. The figure depicts logical system components and does not necessarily identify physical system boundaries. Each bubble represents a major ECC system function or component. The functions symbolize a logical decomposition of the system context and allo- cate the external interface capabilities of the system. Certain functions and interfaces may be implemented as a future enhancement and are labelled accordingly. Relevant future actions are


EDINBURGH n4GEr

TRAVELER a

Figure 4. System context.

ICELERT I I MONITOR POINTS

0 BBS

TIME

INTERURBAN

[ REtlAC )

- INITIAL SYSTEII

- FUTURE I NON-UTC JUNCTIONS I

I I

Figure 5. Top level design.

System Facility

system

integration

Diversion and

Route Balancing

Incident

Detection

Parking Guidance

and Information



Table 3. System benefits.

Capabilities Enabled

l Optimal use of physical and human resources

l Consolidated information

l Real-time links

. Links to CLARENCE and signal fault monitoring

. SCOOT timing adjustment

. Driver avoidance of problem areas

. Pro-active driver response to higher risk areas

. Reduced secondary accidents on higher speed roads

s Reduced volumes on residential streets

. Reduced rat-running

. Improved data on road congestion

. Park and Ride messages on default VMS

. Real-time detection

. Accurate description of incident

l Diversion around known incidents

l Pro-active driver response to hazards

l Faster removal of dangerous, unstable conditions

. Reduced congestion on bus routes

l Reduced travel distances

. Reduced fuel consumption and emissions

l Framework for modal travel time and public transport database in place

l Reduced traific circulating in search of parking . Reduced on-street parking

. Reduced fuel consumption and emissions

. Reduced congestion on city centre public transport routes

. Diversion around known incidents and scheduled events

. Proactive driver response to known hazards

. Reduced volumes on residential streets

. Messages on safety issues

l Improved information on when to travel and route choice

l Reduced travel distances

l Framework for modal travel time and public transport database in place

. Messages on Park and Ride usage

l Reduced fuel consumption and emissions

. Reduced traiiic delays for essential users

l Improved transport information for tourists

347

Associated Benefits

0 Operational efficiency

l Improved data accuracy, comprehensiveness and time

l Improved emergency agency response

. Improved safety conditions

l Improved saftey conditions

l Reduced automobile impact

. Increased public transport

usage

0 Improved emergency agency response



l Healthier environment

. Improved public transport

usage

. Reduced automobile impact in city centre and increased pedestrian journeys

. Healthier environment

. Improved public transport service in city centre



. Incresed public transport usage

. Healthier environment

. Encouragement of economic development


illustrated now for completeness and to provide the necessary understanding of the overall sys-

tem integration requirements. Figure 5 also depicts the flow of information between the major

system components. Since the specific design of the system has yet to be detailed, the data flows

represent the general high level data that will be exchanged between components.

SYSTEM BENEFITS

Authorities operating traveler information systems typically wish to quantify system benefits,

so that implementation can be justified through sufficiently large benefit-cost ratios. The Council,

however, considered that a more appropriate approach under the circumstances was to qualitac

tively assess benefits in terms of how effectively they furthered the Council’s transportation policy

objectives. Many of these objectives are defined in Moving Forwad (see Background). In ad-

dition, the Council requires a system that would integrate well with existing systems, thereby

creating operational efficiencies. A summary of the general qualitative benefits provided by the

Edinburgh traveler information system is shown in Table 3. The areas covered include system

integration, diversion, and route balancing, incident detection, parking guidance, and information

and traveler information.

CONCLUSION AND OUTLOOK

The design for the Edinburgh traveler information system has taken fully into account the

background context of a number of existing and planned systems that perform related functions,

either within the same geographic area or close enough to influence system operation. The

design is now being implemented. The first stage of the Parking Guidance and Information

System became operational in test mode in early October 1996, and the full PGI system was

completed in early 1997. The implementation schedule for the remainder of the system will be

addressed once the implications of the recent government restructuring are resolved.

Not only has the design accommodated automated links to and from the other systems, but

has in fact also allowed for the interlinking of the other systems themselves, to facilitate and

otherwise improve operations. Rather than implementing redundant or reconstructed facilities,

advantage was taken of work already done in creating existing systems, by fully incorporating

them into what is consequently an economic design.

Further, the requirement that the system be modular, flexible, and fully configurable will enable

the integration of future enhancements with relative ease, for example, those outlined below:

l integration of public transportation information into the traveler information system;

l integration of demand management into the system, with opportunities for obtaining

reliable travel time measurements;

l use of pro-active SCOOT control settings as a response to incoming information on traffic

events;

l incorporation of urban Arterial Incident Detection (AID);

b geographic expansion.

By applying the concept of integration in many ways and by carefully addressing the specific

objectives of the Council, the Edinburgh traveler information system proves to be a useful tool

in meeting Edinburgh’s present and future transportation challenges.

REFERENCES 1. Lothian Regional Council, Moving Forward, A Tnmsport Strategy for Lothian, pp. l-20, (1989).

integrating the collection, fusion, and dissemination of traveler information in edinburgh, scotland

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