thinking highways - north america edition - march/april 2014

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The intelligent choice for ITS

TECHNOLOGYWill governments give the go-ahead to the evolution of driverless transportation? p34

TRAFFIC INFORMATIONBernie Wagenblast reports after spending the past four decades in traffic, p44

TRAVEL INFORMATIONHow Arapahoe County, CO, innovated itself out of a potentially sticky situation, p38

STATE FOCUSThe past, present and dazzlingly bright future of ITS Florida, p48

thinkinghighways.com Volume 9 Number 1 March/April 2014thinkinghighways.com

NORTH AMERICA EDITION

INTELLIGENT TRANSPORTATION SYSTEMS AND ADVANCED TRAFFIC MANAGEMENT

UNDER DEVELOPMENT OR UNDERDEVELOPED?How do you measure the progress of ITS, asks David Pickeral

SMART MOBILITYIs vehicle transportation really getting smarter? Guy Fraker investigates

Paul Hutton on whats possible (and whats not) in the realm of smart safety solutions

A SAFER FUTURESmart Safety Solutions documentary available NOW!

PLUS: Listen to our range of podcasts!

documentary available NOW!

Podcast LISTEN NOW ATthinkinghighways.com/podcasts

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North America Vol9No1 thinkinghighways.com 1

THE VIEW Foreword Thinking

Kevin Borras

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Join the Thinking

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Editor in Chief Kevin Borras ([email protected]) +44 (0)20 3463 9482Art Editor Barbara Stanley ([email protected]) Contributing Editors Richard Bishop, Paul Hutton, Andrew Pickford, Randy SalzmanContributors to this issue Bruce Abernethy, Max Azizi, Richard Bishop, Kenneth Button, Jay Calhoun, John Chipperfield, Bruce Dressel, Ariana Drivdahl, Guy Fraker, Paul Hutton, Mark Johnson, Bob Kelly, Iain Levy, Jerry Maschka, Bob McQueen, Richard Mudge, Jos Pap, Elena de la Pea, David Pickeral, Nick Reed, Shelley Row, Daniel Scholz, Rick Sterrett, Bernie WagenblastNews and Web Editor Gareth Hayward ([email protected]) +44 (0)20 3463 9484Sales and MarketingLuis Hill ([email protected]) +44 (0)20 3463 9485Duncan Ingram ([email protected]) +44 (0)1258 268561Subscriptions and CirculationKerry Hill ([email protected])Accounts/Office ManagerKerry Hill +44 (0)20 3463 9486 Group Publishing Director Kevin Borras Group CEO Luis Hillthinkinghighways.com

Thinking Highways (ISSN 1753-43ZI) is published quarterly in March, June, September and December in two editions (Europe/RoW and North America) for 30/40 (Europe/RoW) and US$60 (North America) per year by H3B Media, 15 Onslow Gardens, Wallington SM6 9QL, UK. This edition is distributed in the USA by Asendia USA, 17B South Middlesex Avenue, Monroe NJ 08831 and additional mailing offices. Periodicals postage paid at New Brunswick, NJ. POSTMASTER: send address changes to Thinking Highways, 17B South Middlesex Avenue, Monroe NJ 08831.

Although due care has been taken to ensure that the content of this publication is accurate and up-to-date, the publisher can accept no liability for errors and omissions. Unless otherwise stated, this publication has not tested products or services that are described herein, and their inclusion does not imply any form of endorsement. By accepting advertisements in this publication, the publisher does not warrant their accuracy, nor accept responsibility for their contents. The publisher welcomes unsolicited manuscripts and illustrations but can accept no liability for their safe return. 2014 H3B Media Ltd. All rights reserved.

The views and opinions of the authors are not necessarily those of H3B Media Ltd. Reproduction (in whole or in part) of any text, photograph or illustration contained in this publication without the written permission of the publisher is strictly prohibited. Printed in the UK by The Manson Group

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Thinking Highways is published by H3B Media Ltd. ISSN 1753-433ZI

Thinking Highways is a member of BPA Worldwide. BPA Worldwide Circulation Statement JanJune 2013, average total qualified circulation 19,462

Twenty-eightyearsafterleavingschool,Imighthavejustdiscoveredthevalueofx

At school I was never particularly good at algebra (or many other things other than English and sports involving a round ball). I didnt really see the point of it. I left school in the summer of 1986 and have never had to fathom the value of X, or any other letter, for that matter, since that day I walked out of the school gates for the last time and threw my tie into the pond.I was never destined for a career of

any kind in which deciphering algebraic formulae was going to comprise a significant part. I guess there has to be all manner of professions where working out if a+b2=a2 contains any fundamental flaws but I have never been involved with any of them. I have genuinely never had to solve such a riddle since but then again, my career path (subeditor for a defence publishing house > stand-up comedian > football journalist > rock singer > logistics journalist > 16-year veteran of the ITS scene) isnt the most obvious for someone in my position and hasnt included a stint as an engineer on a space programme so its no real surprise.However, I have discovered the

value of X in a Thinking Highways context, you will be relieved to know. Why has X become a letter associated with mystery and indefinability? Take the phrase the X factor as

an example. The X in this case means something that you cant put your finger on, something you cant quite explain, something you are looking for but wont know what it is until you have found it. Hence the title of the frankly horrific UK TV show of the same nameyes its a singing competition (apparently, having never seen a second of it I am quite proud to say) but its not just about the quality of the singers voice. Its thatwell, X factor, that the judges are looking for. And its also the case with our brand new venture.

We are very pleased to announce that we are launching a new app- magazine called THx. So what does the X stand for? Thats just it. It can be anything

We are very pleased to announce that we are launching a new digital multimedia magazine called THx. The TH stands for Thinking Highwaysbut what does the X stand for? Thats just it. It can be anything.It can be eXtra articles that we just

didnt have room for in the printed edition of Thinking Highways. It can be eXpanded versions of articles that have appeared in the printed edition of Thinking Highways: the first edition will feature a longer version of the cover story from the Europe/Rest of the World edition, Bob Williams fascinating investigation into vehicle data ownership (its not lost on me that Bobs company is called CSI). THx will also feature especially

commissioned articles that need far more room to breathe than is possible in the pages of a printed publication. One of the first subjects to be tackled will be crisis management. Genuinely eXciting rich media elements will bring the stories to life in a way that the constraints of magazines that are made of trees just cannot do. And all presented in a really attractive app format that will mean you wont just press an arrow key to go the next page, therell be all kinds of pushing, swiping and pinching to do. And thats not all. Im not the editor

of THx. Oh no. I figured that you had probably had enough of my ramblings and made the very sensible decision to appoint an editor with the gravitas, knowledge, writing skills and, dare I say it, contacts, to make THx the roaring success we are very confident that it will be. It wasnt the most typical of interviews once we had decided who we wanted to take the reins.So what is THx then?Its what you want it to be.Ohright. Ill take it.Thats a rather simplified version of

events but we are really looking forward to seeing how THx develops in what are very capable hands. Whose hands are they, you ask? Lets just call him Mr X.

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thinkinghighways.com2 Vol 9 No 1 North America

CONTENTS Volume9Number1TECHNOLOGY STATE CHAPTERS AND AUTHORITIES

COLUMNS & SERVICES

4 SMART SAFETYPaul Hutton talks to five experts in the field of smart safety solutions to discover whats real and whats fantasy

12 SMART SAFETYUsing wireless technology for smarter safety for buses and other modes of transportation, by Ariana Drivdahl

38 GRAPHICAL ROUTE INFORMATIONJerry Maschka looks at how Arapahoe County, Colorado addressed an all-too familiar problem

48 ITS FLORIDAThe emergence, success and future of one of the most progressive ITS states

1 FOREWORDKevin Borras ponders the value of x

54 THINKING ALOUDPaul Hutton has the latest from the Thinking Highways podcast team

16 TRAFFIC MANAGEMENT CENTERSScottsdale, Arizonas new traffic management center was born out of necessity

20 TRAFFIC MANAGEMENT CENTERSWhat does the future hold for the TMC in the face of full-scale connected V2X deployment?

52 IR2B SECTIONElena de la Pea introduces the goals and ambitions of the International Road Research Board

56 SHELLEY ROW

57 BOB KELLY & MARK JOHNSON

60 IR2B: JOS PAP

61 RICHARD BISHOP

62 IBEC: RICHARD MUDGE, KEN BUTTON, MAX AZIZI

63 BOB MCQUEEN

64 INDEX TO ADVERTISERS IN THIS ISSUE

FEATURES & OPINION

Penny Farthing

Innovation for better mobility

Invented in 1871 by British engineer, James Starley, the Penny Farthing was the first really efficient bicycle, consisting of a small rear wheel and large front wheel pivoting on a simple tubular frame with tires of rubber.

SmartCycle combines vehicle and bicycle video detection without requiring manual call buttons at the signal. Extend phase time only when cyclists are present, permitting them to safely travel through the intersection. Multiple outputs allow optimal signal timing activated only when a bicyclist is present, ensuring no traffic flow interruption.

SmartCycle

ISO 9001:2008

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34 PLATOONINGIs platooning the panacea to a whole range of transportation-related issues? Rick Sterrett certainly thinks so

44 TRAFFIC INFORMATIONBernie Wagenblast, the traffic reporters traffic reporter, reflects on the changes he has witnessed first hand

24 ITS DEPLOYMENTDavid Pickeral on how to truly measure the progress of ITS

28 SMART MOBILITYGuy Fraker attempts to establish the smartness of smart technology


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Penny Farthing

Innovation for better mobility

Invented in 1871 by British engineer, James Starley, the Penny Farthing was the first really efficient bicycle, consisting of a small rear wheel and large front wheel pivoting on a simple tubular frame with tires of rubber.

SmartCycle combines vehicle and bicycle video detection without requiring manual call buttons at the signal. Extend phase time only when cyclists are present, permitting them to safely travel through the intersection. Multiple outputs allow optimal signal timing activated only when a bicyclist is present, ensuring no traffic flow interruption.

SmartCycle

ISO 9001:2008

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TECHNOLOGY Smartsafetysolutions

Smart Safety Solutions documentary available NOW!


documentary available NOW!


04-11_TH0114_NA_Hutton Safety.indd 4 16/04/2014 15:02

thinkinghighways.com 5North America Vol 9 No 1

Smartsafetysolutions

Everythings smart these days our phones, the meters which monitor our energy use, our televisions and now our vehicles and infrastructure. Its all due to the rapid improvement in communications that allow data to be shared real-time.When it comes to road safety, were

constantly bombarded by so many pre-dictions and new technology announce-ments that it becomes difficult to differentiate between fact and fantasy, the present and the future.

Firstly, we need some definitions of what exactly smart safety is all about. For me a smart safety system is one

that helps a driver to get to their desti-nation effectively, and unobtrusively guides them and ensures they reach their

destination without any undue problem says Nick Reed, the Principle Human Factors researcher at TRL.For Vitronics Sales Director Daniel

Scholz, its about flexibility: From our point of view a smart safety system is a system that is flexible in the way you can use it in the locations where you can use it and also in the traffic violation scenar-ios that you can enforce, he says. That means that for the product that we have we have speed enforcement products, red light enforcement and beside that there are also other traffic violations that we can or will be able to enforce in the future, this includes for example weigh-in-motion scenarios, section speed con-trol and what we think is a smart safety system is a system which allows the authority or Police to enforce a whole range of different traffic contraventions.John Chipperfield, chief technology

office for Swarco, defines a smart sys-tem is one which takes full advantage of technology: I believe that smart is microprocessors, better use of data, inter-connection of systems and communica-tion to the travelling public.And Nick recognises the key fact that

smart doesnt depend on location. A smart safety system could be something that has a guidance from infrastructure, or it could be vehicle-based, he says.

Paul Hutton sets out to identify whats real and whats fanciful in the smart safety solutions sector by talking to five experts from different parts of the industry with a real interest in ITS

A safer future

What were seeing now is more and more progression in vehicle-based systems as we

move towards semi-autonomous and eventually fully-autonomous vehicles but its

likely that infrastructure will play a role in supporting those systems as well



What were seeing now is more and more progression in vehicle-based systems as we move towards semi-autonomous and eventually fully-autonomous vehicles but its likely that infrastructure will play a role in supporting those systems as well.

AFTERMARKET SAFETYBut what about the in-vehicle systems? Iain Levy is Director of Business Development at ADAS manufacturer Mobileye: Today we work with about 85 to 90 per cent of the vehicle manufacturers around the world using our technology to integrate into their system and then provide them with the highest level of ADAS in the mar-ket today, he explains. As well as that, weve developed an after-market product that can be retro-fitted into any vehicle and provides the same level of technology that we provide to the top-level vehicle manufacturers. The system provides life-saving tech-

nology such as forward collision warning, alerting the driver when theres a vehicle

in front and theres an imminent collision, lane departure warning and lane keeping when you go outside your lane without using your turn signal, unintentionally. As well as that with the after-market system were able to provide a safety apparatus called headway monitoring warning and what this is, is it measures the time to the vehicle in front of you to promote to the driver keeping a safe distance and ensure that we prevent the collision happening well before it is imminent.And Nick Reed agrees that in terms

of safety, this approach is where the real improvements will come from: Where we are now is starting to be diminishing returns from the traditional approaches. And if we look at the accident statistics we see that human error is a contributory fac-tor in probably more than 90 per cent of collisions on the road. And if we can start to address that, if we can start to look at ways in which we can reduce the risk of humans making errors, whilst driving we might get to reduce those casualty figures

even further.For Iain Levy, one of his selling points is

the relatively simple interactivity his sys-tem has with the roadside: We have what we call traffic side recognition, now this is where we can actually read the traffic signs for instance speed limit signs and send the driver a warning if they are going over the speed limit. Now unlike a GPS system where this has to be pre-mapped, we actu-ally read the speed limit sign and therefore can send the driver a warning if they are going over that speed limit and its accurate for that actual road rather than any kind of pre-mapping.Now lets meet Guy Fraker, the Chief

Learning Officer at a company called AutonomouStuff and also the CEO of the shared-mobility software company Get To Kno to put the importance of the subject into perspective: Ever since the vehicle hit the road a hundred years ago the safety of the vehicles has all been largely depend-ent on human capability and at a very basic level humans can only see one direc-tion at a time, he says. With the autono-mous control systems you have essentially 360 degree view, a 360 degree perception of whats going on inside and outside of the vehicle and the car can augment that human error and human judgement and prevent probably 85 to 95 per cent of all crashes. This is vital, he says, to arrest a massive human tragedy. Right now were losing about 1.2m citizens a year globally on the roadways. Weve repeated the fatal-ity count of the Second World War twice since the war ended through car accidents and with the computer capabilities that we can connect these technologies to, the vehicle is capable of making judgements, preventing human error and preventing


Our panel of experts, from left: Daniel Scholz, sales director, Vitronic; John Chipperfield, chief technology officer, Swarco; Guy Fraker, chief learning officer, AutonomouStuff/CEO, Get2Kno; Dr Nick Reed, principal human factors researcher, TRL; Iain Levy, business development director, Mobileye

Mobileye provides life-saving technology including forward collision warning



these horrible losses from taking place.Thats a subject well come back to, but,

as Vitronics Daniel Scholz says, at present most vehicles on the road have few, if any, smart solutions on board, so its important to maximise the quality of roadside solu-tions. The networking of the system is an important feature which adds a lot of smart to these systems, because we see a lot of movement in the sector towards more and more networked solutions. The enforcement system, be it speed enforce-ment or red light is no longer sitting alone somewhere on the street and from time to time somebody stops by and gets the data from it, or even the wet film if you look back more than 10 years. Today these systems are more or less all connected to a central operations centre, to a central enforcement centre, therefore the author-ity can directly use the violations that are produced and has also a very good view on the status of the whole system and the status of the road safety situation.John Chipperfield agrees that technol-

ogy need not only be used for sending out tickets, but is vital for real-time, Swarco is a full-line traffic product systems and serv-ice provider. So we do everything from

traffic lights, which is certainly not smart, up to full Urban Traffic Control systems where were using adaptive traffic control algorithms which I do believe is an appli-cation of smart technology, he says. On the freeways, things like adaptive speed control are another very good example of smart safety solutions slowing down the traffic as the volumes increase, using the overhead gantries, using information to the motorist, thats how I see smart tech-nology and thats a great application from Swarco.And he adds that technology contin-

ues to improve: The area where this is improving with smart traffic solutions is we can now get data about whats hap-pening on the motorway not just from the fixed detectors which weve used in the past but from other new technologies like video, like Bluetooth and indeed from the vehicles themselves using cooperative systems.

INFLUENCING BEHAVIOURDaniel reckons that by having a real-time view of the situation its possible to make even better influences on the traffic behav-iour. So that means when we talk about,

for example, section speed control situ-ations an authority is able to set, by other traffic management systems like variable speed signs, set the speed limit applica-ble to the current traffic situation and by connecting the section speed control or even the spot speed system to this vari-able speed limit you can ensure that this speed limit is also obeyed by this traffic, Vitronics expert explains. This makes the overall traffic smoother and improves the traffic safety.Another way to improve safety, accord-

ing to Iain Levy, is to help the driver spot moving obstacles outside the car, 25 per cent of fatalities on the road are what we call vulnerable road users, they are bicycles and pedestrians. Protecting these people is really an important part of our technology, he says. One of the biggest draw cards of the mobileye technology, and where we see is what we call pedestrian detection. This is actually pedestrian and bicycle detec-tion where we send the driver a warning that there is an imminent collision with a pedestrian or bicycle rider. Now this is very important technology where were actually able to identify a pedestrian on the road and rather than having false warnings

Safety systems: Vitronics PoliScan family of traffic enforcement measures (above), red-light enforcement (top right) and AutonomouStuffs mobile speed enforcement application (right)

Smartsafetysolutions


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2-3_TH413_EU_Contents.indd 2 14/03/2014 14:35


of poles of anything of those sorts we can actually identify what a pedestrian is. Its not just the potentially unpredict-

able behaviour of those outside the car that needs addressing. Drivers themselves can very much vary in their performance depending on their mood, the familiarity with their surroundings, how tired they are, or dare we say, how much theyve had to drink.Nick Reed believes letting the car take

more of the decisions has a massive effect on safety standards, Looking at the acci-dent statistics we know that alcohol and fatigue still play a big part in causation of collisions on the road, and fatalities, he explains. If vehicle automation can help reduce the impact of those so that the vehicle will support the driver and help to avoid collisions occurring in the first place, whether theyre impaired by alcohol, by fatigue or a driver wants to engage in an alternative task. Were all very time-pres-sured these days, smart phone use is ever increasing, the automation might allow a driver to engage in secondary tasks and use their smart phone whilst the vehicle takes care of the less exciting parts of driv-ing, so in a traffic jam or on a monotonous highway journey that time becomes pro-ductive, useful and the vehicle takes care of the travelling.Guy Fraker thinks theres even more

safety-related opportunity to let a drivers

car, effectively, become an ambulance: What often happens with people who are impaired for whatever reason is that when they pass out or drop conscious-ness behind the wheel, their car continues to move, now totally uncontrolled very often crossing the centre line and causing a head-on collision. We have the capabil-ity I know two auto manufacturers now who have developed prototypes where if somebody does just suddenly become unconscious the vehicle recognises it, the vehicle can reroute the person to an emer-gency room and the vehicle can take the person and can call the hospital ahead of time and tell that the persons on the way, so that they can meet them outside. Well were going to have to set some lifestyle questions like alcohol or drug use aside and understand that yes these vehicles will enable some of those behaviours but theyre replacing the inability to be safe with the capability to be safe.

And Nick and Guy both think that autonomous vehicles do not only improve safety, but inclusiveness too: The intro-duction of vehicle automation may help drivers whove had difficulties in, or had to stop driving. The less-able and older drivers may be able to gain access again to independent mobility that may benefit them socially, might benefit their access to healthcare and just greatly increase their quality of life, explains Nick, while Guys interest is very close to home: Back in 2009 I thought I had a pretty

good handle on the pace at which these technologies were evolving and it was my son who was 25 at the time, whos autistic, brought me his laptop to show me the first New York Times video clips of the Google Car. I said, Well Patrick, what do you think? and he said, Dad, it means I get to own a car someday. I realised that he was seeing potential for up to 15 per cent of the US and European adult households could suddenly be independent contributors to society with safe, on-demand autonomous transportation.

VARIATIONS ON A THEMESo how do the advancements vary around the world? Its become a theme in these features to discover that one of the main bugbears among industry experts is the lack of standardisation. In this case, John Chipperfield explains that its largely down to the fact that technologys been imple-mented in different ways over the years, that some places are playing catch-up: In the northern hemisphere, in places like Sweden, there is already a very good understanding and theyre looking for additions to systems they already have, the Swarco CTO says. They have most of

If vehicle automation can help reduce the impact of those so that the vehicle will support the driver and help to avoid collisions occurring in the first place, whether theyre impaired by alcohol, by fatigue or a driver wants to engage in an alternative task


Sit back and relax.... literally - driverless, safe and on-demand autonomous transportation


Universal Traffi c Management Radar UMRR-0A for Intersection Applications

Allows Adaptive Control Strategies for Intersections through Lane Specifi c Advance Detection

Dilemma Zone Protection, Signal Priority, Signal Phase Extension and other Possibilities for Modern Signalized Intersections Stop Bar, Approach, Advance and System Loops can Effectively Be Replaced Outperforms Any Other Radar or Video Intersection Sensor in Accuracy, Range and Features

Features: Multi-Lane Object Tracking Radar

Installs on Road Side or Overhead

Easy Setup & Con guration Remote Internet Access for Real Time Monitoring, Con guration and Traf c Statistics Data Relay Interface, SDLC and more

NEMA Compliant

Field Proven in Thousands of Installations

Advance Detection Plus Up to 300 m (1000 ft) Range for Passenger Car

Lane Speci c Advance Detection

Precise Estimated Time of Arrival for Each Individual Vehicle

Combines Stop Bar and Advance Detection One Single Radar for both Stop Bar and Advance Detection

Stop Bar Detection Up to 6 Lanes Replaces Loop Detectors Handles Moving and Stopped Traf c

Most Advanced Traf c Radar Technology.Four Sensor Models.Numerous Traf c Applications.Exceptional Performance.

s.m.s smart microwave sensors GmbH | In den Waashainen 1 | 38108 Braunschweig | Germany | www.smartmicro.de

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the traffic control systems, theyre looking to improve them, theyre trying to get the extra few per cent to improve safety. When youre going into Africa or the Middle East youre really starting in a lot of cases from Ground Zero so you are putting in much simpler systems, youre basically putting in the groundwork, the framework that allows those people to build. The sys-tems are not so different, its more about whether theyre used just as the starting point, or whether theyre used as a devel-opment tool.But he adds that the simplest implemen-

tation can have an effect on safety beyond its direct requirements, As you start to install things like traffic lights and with them the systems that go over the top of them you also start to educate the driv-ing public about how to drive sensibly. One of the biggest issues weve had in the past is that drivers are supposed to stop at red lights. Once you start to get that kind of message over you can actually start to reduce road death.And Nick Reed thinks that, because of

legislation, even in Europe there are differ-ent advancements in different countries: My understanding is that the UK is in quite a unique position, certainly within Europe, in that although we have signed the Vienna convention on road traffic, we havent ratified the convention and that means were not quite so constrained to be guided by its principles, he explains. It is quite clear that in the convention a

driver has to be in control of a vehicle at all times and if we can step aside from that and make progress in systems where the driver isnt necessarily in control at all times then were in a good position to make progress. In the US several of the states are starting to enact laws to allow companies to under-take research into driverless cars on their roads, whilst in Japan theres more of a focus on driver support systems so drivers still in the loop, still involved in the driving task but with more support systems to help their safety.

TO ASSIST AND NOT REPLACEIain Levys solution is not to over-prom-ise what his system can do: In terms of

legality we say and are very clear with the Mobileye system that it is there as an advanced driver assistance system it is there as an ASSISTANCE system and not there to replace the driver. Often you see in marketing information about Mobileye its seen as a third eye for the driver and not as a first or second eye. It doesnt replace the driver, the responsi-bility is still there on the driver to make sure that they are paying attention and that they avoid the collisions and they drive in a safe manner.Daniel Scholz says Vitronic would love

to see countries agree with each other: The issue of legal background and cer-tification issues, if you talk about Europe or about other parts of the world, were always faced with sometimes very differ-ent rules for certification and in nearly every statement we make publicly we call for a more harmonised environment.John Chipperfield hopes itll all come

down to common sense: There is of course a duty of care on behalf of the supplier to make sure that theyre provid-ing something that if it fails doesnt sud-denly cause, for example, green lights in both directions. And thats why we work very hard to make sure that not only do our systems meet all the relevant speci-fications legally but we also test them ourselves to make sure that those kind of things cant happen. Ultimately there is also a duty on behalf of the driver.And TRLs Nick Reed hopes that

common sense will prevail, Vehicles

becoming more and more autonomous is competitively relevant for the vehicle manufacturers so theyre all keen to get ahead and be the first one to introduce more and more autonomous systems. So theyre keen to see this technology out there. If liability in the event of a collision

ends up constraining the development of those technologies such that the social benefit isnt achieved, thats when you can look to policy makers to help and encourage the manufacturers so they can understand the level of liability to which they are exposed and then determine how much risk theyre willing to take on and hopefully youll see the full benefits of vehicle automation coming through.Guy Fraker doesnt think itll be easy to

overcome the vested interests: No expo-nential technology has ever faced big oil, big insurance, government-funded regu-latory bodies. No technology of this kind of break-

through has ever faced this powerful-a-collection of incumbent industries. The stakes are huge and the battle lines are being drawn.


|||||||||||||||||||||||||||||||||| Paul Hutton is associate editor of

Thinking Highways and presenter of all three versions of Thinking Aloud, the Thinking Highways podcast

[email protected]

thinkinghighways.com/podcasts

Assist, not replace: in Japan there is a focus on driver support systems rather than entirely driverless vehicles so drivers are still in the loop


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TECHNOLOGY Trafficmanagementcenters

Scottsdale, Arizonas new traffic management center was born out of necessity, as Bruce Dressel explains

Whole in one

Twenty years ago, the Phoenix Open moved to Scottsdales Tournament Players Club in Scottsdale, Arizona to create additional parking and adopt a stadium style golf experience for spectators. The weekly attendance averaged 30,000 during that time and traffic/parking was handled mostly within a square mile of the course by local police officers.Today, the now-sponsored Waste

Management Opens attendance exceeds over a half million for the week. Friday and Saturday attendance tops 150,000 each day. Watching the legendary 16th hole on TV gives one an understanding of this tournaments epic proportions. As the Waste Management Open is

the best-attended golf tournament in the world, with more than double the attend-ance of its nearest rival, to accommodate these record crowds offsite parking has been expanded to three large areas up to three miles away. Bus shuttles run on 10-minute intervals to deliver spectators to the main entrance gate. The world-renown Barrett-Jackson Classic Car Auc-tion, the Scottsdale Arabian Horse Show and other high-profile events are held in the same general area. These events also draw very large crowds and are held shortly after the golf tournament.In 2015, Arizona will once again be

hosting the Super Bowl in nearby Glen-dale. This will happen during the same week as the Waste Management Open. Many Super Bowl events will take place in Scottsdale and create the potential for a real traffic nightmare!

LIVING THE NIGHTMARE When the golf tournament moved to Scottsdale, the average number of police working event traffic was 50 officers. There was no freeway access and almost

all of the officers were physically control-ling signalized intersections. The crea-tion of Scottsdales Traffic Management Center (TMC) changed that. It consisted of only two analog PTZ CCTV cameras and a signal system capable of manually reprogramming basic timing parameters on the fly. The control center consisted of a closet with two computers, a TV and a video system that linked two cameras via microwave antennas. All of the sig-nal communications were on leased tel-ephone lines.Within two years, most of the uni-

formed officers were freed from con-trolling signals and the Scottsdale TMC became a powerful resource in the effort to manage special event traffic employing 18 pre-programmed, directionally based, timing plans that could be instantly implemented depending on prevailing traffic patterns. The idea of Intelligent Transporta-

tion Systems had not yet been discussed, nor coined as the technology solution to traffic congestion. Scottsdales traffic engineers soon discovered that signal timing manipulation during these events worked for everyday traffic as well. Signal timing plans are best developed

when the traffic engineer can actually watch traffic patterns from the camera

monitors located in the TMC. The timing plans were developed using Trafficwares Syncro Studio, then deployed and modi-fied by watching platooning traffic where cameras were available. Special event traffic signal timing plans were devel-oped over time that best served the golf and auction traffic. These timing plans consisted of 18 different versions that were all directionally based. These plans soon evolved to include

progression offsets for emergency pat-terns 1118. The AM, mid-day and PM plans, (1 through 10) are typical plans used daily and are specific to each intersection. The emergency plans are deployed when incidents or accidents block lanes, and are also specific to each intersection. When traffic reaches a point where typical timing plans are ineffec-tive, an operator can implement a remote stop-time to hold an intersection in a specific direction of traffic for extended

First Scottsdale TMC, circa 1996

18 time of day plans, including plans for emergency traffic events

12-15_TH0114_NA_Scottsdale TMC.indd 12 16/04/2014 14:31


Trafficmanagementcenters

Over the course of the last 20 years, the relationship with the Police Department has grown to a point where the TMC provides direct information to the officers in the field about collision locations, missing persons and drivers under the influence

periods of time to help clear the delays caused by the event.

A STATE-OF-THE-ART TMCScottsdale continued to expand the ITS capabilities in 2014 by building the new Traffic Management Center, replacing the old center of 15 years. It is closer to the physical center of the city and the Police Departments main district office that houses 911 Operators. Over the course of the last 20 years, the

relationship with the Police Department has grown to a point where the TMC provides direct information to the offic-ers in the field about collision locations, missing persons, and most recently, driv-ers under the influence that pose a direct threat to the traveling public. The new TMC controls 150 CCTV

cameras, soon to be all IP-based, 300 signalized intersections, 46 Dynamic

Message Signs, (DMS) and 130 high- bandwidth capacity Firetide radios to the last mile intersections. Highway Advi-sory Radio (HAR) will be added soon. It will eventually replace the DMS to warn drivers of delays on the road ahead of them. All of the leased phone lines have been disconnected and replaced with 165 miles of fiber optic communications, along with the last mile radios. The TMC staff includes five specially

trained professionals that consist of one Manager, one Senior Traffic Engineer, two ITS Analysts and one ITS Senior Technician. Each has a specific assign-ment to operate and maintain the Citys ITS facilities. All have the shared respon-sibility to control traffic during incidents and accidents. Emails are sent to a large media and staff list that describes the details of the incidents/accidents in real-time, while providing updates about

changing conditions and when the inci-dent/accident has been cleared. Arizona DOT and Scottsdale have

established routing and Incident Corri-dor Management (ICM) protocols in the event of a major freeway closure. This was tested in February 2014 when the freeway through Scottsdale was closed to investigate the collision of a Scotts-dale motorcycle officer. ADOT posted exit information on freeway DMS, while Scottsdale changed timing plans along the specified arterials to move traffic off the freeway and guide drivers back onto the freeway at the specified entrance points. Both ADOT and Scottsdales centers were in constant communications to make this transition seamless for drivers.

THE TECHNOLOGYAlong with fiber and radio communi-cations, the new Scottsdale TMC has deployed the latest technologies in traf-fic management. Transcores TransSuite Traffic Control System has been a long-time staple in signal and traffic manage-ment control for Scottsdale. The latest upgrade to the system was approximately three years ago. This was followed by the installation

of Econolite ASC3 rack mount control-lers that replaced the older model 170-type controllers about two years ago. It allowed for the development of 98 dif-ferent timing plans per intersection that expanded upon the previous 18 timing plans to include up to six different pro-gression direction options. All of the existing DMS are from Sky-

line; the City uses the Skyline software interface to place messages on the signs that warn drivers of delays.Video control and video wall process-

ing are by Replicam. Sharing video has always been the number one goal of Scottsdales new Traffic Management Center, 2014

12-15_TH0114_NA_Scottsdale TMC.indd 13 16/04/2014 14:31


TECHNOLOGY Trafficmanagementcenters

Scottsdale and its neighboring cities, Maricopa County and the state. Repli-cam provides off-the-shelve software that allows us to accomplish this goal. The City provided the virtual server to

run Replicam, which in turn also drives the video wall. The City avoided the cost of the typical video processor black box options and gained the capabilities of sharing and controlling video though Internet browsers that point to the server. Replicam has recording capabilities on request. However, recording only happens when an operator requests it and no video is stored or recorded for longer than five minutes unless requested by the operator. Power and cooling requirements have

been significantly reduced since there is only one virtual server and mini-com-puters run the video wall. All servers/ switches are maintained by the Citys IT Department.To date, a vendor has not yet been

selected for the Highway Advisory Radio system. The thought is to replace the fixed DMS with simpler HAR capabili-ties and signs that reduces maintenance cost and provides for more (recorded) detailed information to the driver in real time. The fixed DMS provides great cov-erage but simply cannot cover the entire city in a cost-effective manner. Thanks to technology, the cost of

rebuilding the new TMC was about two-thirds less than the cost of Scottsdales original TMC. The City took advantage of a job-order-contractor, CS Technolo-gies, LLC, to provide the design and build the new center.This helped reduce cost and also cre-

ated buy-in from the contractor to com-plete the project in record time -- and keep it within budget. Green products were used for interior walls and all light-ing was replaced with LED fixtures. Crestron was used to control all lighting and AV equipment, which includes an 80 touch screen used for presentations to the public, staff and elected officials.

THE INTEGRATED CITYAs a result of the large fiber and radio communications infrastructure that was

built in Scottsdale, many City depart-ments are taking advantage of the vast-ness of the network. The Citys ITD uses 12 strands of every fiber backbone to connect critical computer networks to other City departments. Some of the fiber has been routed for the Police Department, allowing its own video net-work to be deployed at the golf tourna-ment and other events. This helps in crowd control, preventing ticket scalping and other challenges related to special events. Plans are underway to share the communications network with the Citys Water Department for critical infrastruc-ture security. The cost to the public has been mini-

mal. Franchise agreements with dark fiber providers have yielded many miles of City owned fiber at no out-of-pocket cost to taxpayers. When private fiber provid-ers approach Scottsdale, the agreements require that they install fiber for the City. In turn, the City provides existing empty conduit to the providers. The cost savings has been in the millions of dollars. The TMC now allows the Police

Departments 911 dispatchers to moni-tor and control traffic cameras. Because of the simplicity of the Replicam Video System, this was accomplished by allow-ing specific computers to connect to the internal traffic camera server, (also Rep-licam). Since the Police Department typically

will look for incidents and accident loca-

tions and details, this becomes a force multiplier for the TMC and the Police Department. The camera network is not being used or recorded for enforce-ment. It simply provides verification of an existing event that can be shared with responding emergency services person-nel, thus reducing response time and increasing situational awareness. With the popularity of traffic incident

management (TIM) gaining steam with the federal government and local juris-dictions, recorded videos can be used to train first responders on how to secure accident scenes, protect first responders and clear scenes faster.

CONCLUSION Scottsdale has been in the learning mode for 20 years. Its been found that technol-ogy can increase safety and reduce delay. Having the ability to respond with the right people and equipment to the right place at the right time not only saves money, but it also saves lives and increases the safety of the traveling public. Todays technology is making it possible.

|||||||||||||||||||||||||||||||||| Bruce Dressel is Manager of the

Scottsdale Traffic Management Center and ITS Manager at the City of Scottsdale, AZ

[email protected]

http://www.scottsdaleaz.gov/

The TMCs 80 presentation touchscreen, and to the right the test signal cabinet that allows operatives to check signal timing configurations. TMC staff host around 30 tours a year with the touchscreen one of the most popular attractions

What happens today is in your hands. Whether youre faced with congestion, accidents or severe weather, its your job to keep the traffic moving. And its our job to help you. Our smart traffic monitoring solutions will take you straight to the heart of the action, so you can make the right move, at the right time every time.

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INTERTRAFFIC PREVIEW CROWDSOURCING FINLAND CALM TWO NEW COLUMNS

thinkinghighways.com Volume 9 Number 1 March/April 2014

Possessive caseBob Williams investigates the curious case of vehicle data ownership

Protect and survive

Made in Taiwan

Paul Hutton talks smart safety solutions with a panel of experts

How to reap the benefits of a user-pays ETC system

EUROPE AND REST OF THE WORLD

EDITION

INTELLIGENT TRANSPORT SYSTEMS AND ADVANCED TRAFFIC MANAGEMENT

TECHNOLOGYKeeping a watchful eye on Marseilles crucial tunnel network, p22

MOBILITYHow ecomobility is helping Europe steer towards a more sustainable future, p32

DESIGNWhat needs to be considered when creating a new traffic product, p52

RESEARCHElena de la Pea introduces the International Road Research Board, p66




COVERS.indd 1 14/03/2014 14:1112-15_TH0114_NA_Scottsdale TMC.indd 14 16/04/2014 14:31

What happens today is in your hands. Whether youre faced with congestion, accidents or severe weather, its your job to keep the traffic moving. And its our job to help you. Our smart traffic monitoring solutions will take you straight to the heart of the action, so you can make the right move, at the right time every time.

Make your next move now, visit www.axis.com/yourtraffic

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axis_ad_traffic-overlook_thinkinghighways_210x260_en_1403.indd 1 5/03/2014 3:39:31 PM

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ighways Europe/Rest of the W

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olum

e 9 Nu

mb

er 1 March

/Ap

ril 2014

1/14

.com

.com


INTERTRAFFIC PREVIEW CROWDSOURCING FINLAND CALM TWO NEW COLUMNS

thinkinghighways.com Volume 9 Number 1 March/April 2014

Possessive caseBob Williams investigates the curious case of vehicle data ownership

Protect and survive

Made in Taiwan

Paul Hutton talks smart safety solutions with a panel of experts

How to reap the benefits of a user-pays ETC system

EUROPE AND REST OF THE WORLD

EDITION

INTELLIGENT TRANSPORT SYSTEMS AND ADVANCED TRAFFIC MANAGEMENT

TECHNOLOGYKeeping a watchful eye on Marseilles crucial tunnel network, p22

MOBILITYHow ecomobility is helping Europe steer towards a more sustainable future, p32

DESIGNWhat needs to be considered when creating a new traffic product, p52

RESEARCHElena de la Pea introduces the International Road Research Board, p66




COVERS.indd 1 14/03/2014 14:1112-15_TH0114_NA_Scottsdale TMC.indd 15 16/04/2014 14:31


TRAFFIC MANAGEMENT Future TMC

Bruce Abernethy wonders what the function of the Traffic Management Center will be after full-scale connected V2X deployment

At the center of everything... With vehicles intelligently communicating with each other and with intelligent infrastructure, changes must surely occur with the operational functions of Traffic Management Centers (TMC). One vision is that the intelligence of vehicles will be so significant that they can make real-time decisions on how to avoid accidents and through group coordination can manage to minimize delays along corridors. Similarly, intelligent intersections will have a real-time understanding of traffic demand and flow and can coordinate and adjust signal timing to support effi-cient movement of platoons of vehicles with minimal delays on suburban and urban corridors. Emergency vehicles will be able to communicate with intel-

ligent intersections at distances to allow heavy/large vehicles to clear the intersection cross corridor prior to preemptive red and informing other vehicles approaching the intersec-tion in all directions of its location, direction of travel and speed. Intelligent infrastructure will have sensors integrated with Roadside Equipment (RSE) that inform vehicles of road conditions and even roadside conditions that may impact safety. With everything talking intelligently to everything is there even a need for TMCs and if so, what will be their responsibilities? While many may argue the technology that will be used,

connected vehicles and highways will be deployed. It will occur over the expected life of a vehicle that varies from 10 to 18 years (depending on the country and its economics). Not all vehicles will be equipped with V2X communications with supporting applications processor and navigation unit within the next 15 years. Similarly, related infrastructure technology deployment

will not cover every signalized intersection or location of a potential road hazard. The cost of deploying new, intelligent infrastructure is in the billions of dollars, not considering the maintenance support and perhaps increased communica-tions bandwidth required to link RSEs with support infra-structure such as security certificate authority(s) and service authorization certificate authority(s) as well as other RSEs. Certainly vintage car collectors will still drive and show off

their vehicles on sunny weekends but in their case the only intelligence will be the driver. And there will also be those vehicle owners that are in no rush to have a failed onboard equipment (OBE) repaired. So TMCs will also not see a revolutionary change and traffic engineers will still be doing

signal timing and evaluating the measures of effectiveness of corridor timing, as well as evaluating corridor and traffic conditions and providing information to travelers via trave-ler information channel links. For many years we will need visual dynamic message signs (DMS) to communicate with vehicles that do not have OBEs or have failed OBEs. Perhaps we will always need DSM to communicate with drivers that have a failed OBE based on a response query from an RSE (as has been done on toll roads for many years if a toll tag is defective).

EVOLUTION OF TRAFFIC AND CORRIDOR CONDITIONS INFORMATION Based on SAE J2739 messaging standards, TMCs will receive probe data from intelligent vehicles that provide real time information on traffic conditions. As vehicles become more intelligent, they may evolve with forward looking sensors (such as LIDR and/or radar) that can detect pot holes in the road, ice on the road and/or debris on the road, reporting it via an RSE to a TMC for evaluation prior to validation and distributing the information. However, since the vehi-cle owner pay for these sensors, deployment may be slow to come. Providing false information to vehicle is not a good

16-19_TH0114_NA_Abernethy TMC.indd 16 16/04/2014 14:35


Future TMC

Perhaps we will always need DSM to communicate with drivers that have a failed OBE based on a response query from an RSE, as has been done on toll roads for many years if a tag is defective

safety practice and for this reason we have had traffic engi-neers evaluate sensor data prior to preparing messaging to drivers. Sensors have errors and create false positives and negatives. With multiple vehicle sensors providing informa-tion on the roadway, statistical analysis can assist in resolving false positives and negatives. Today the traffic engineer in the TMC utilizes CCTV

video to validate information provided by other sensor tech-nologies and the trend to deploy high definition CCTV cam-eras along corridors. Most likely sensor data evaluation and validation and overall corridor surveillance will be a func-tion continued in the future TMC. We have probe data of opportunity provided to TMC from toll tags on vehicles and from MAC addresses of communications devices (such as Bluetooth) operating in vehicles that currently support TMC decision making information. OBE probe data will provide a much richer data base for evaluating corridor congestion. Prediction is that there will be more vehicles on corridors in the future pushing level of service towards F during peak traffic. The only alternative is use of alternate corridors as currently evaluated by traffic engineers and distributed to drivers for their consideration. Many jurisdictions do not support directing vehicles onto alternate corridors unless

there is a major safety reason such as detour because of road work or road closure because of a major accident that is in a clearance status.

OTHER FUNCTIONS PREDICTED TO BE PERFORMED IN A FUTURE TMC The M in TMC is for management. There are many vari-ables in a deployed V2X. Sensors drift out of calibration, and fail. Communications devices can have sensitivity changes and reduced RF emission due ageing of electronic compo-nents and antenna connection problems. Configurations of deployed hardware and software will evolve requiring config-uration management of deployed devices. Because a vehicle must be able to seamlessly travel across many jurisdictions, configurations must be compatible on a national basis. Many have experienced challenges of configuration compatibility issues related to software upgrades in their home computers. The M (management task) will just get bigger because the consequence of inadequate management may impact every vehicle with OBEs within the jurisdiction. One function of a TMC traffic engineer may be to advise vehicles via RSEs of OBEs addresses that are performing erratically and Basic Safety Messages may be in error. The following are some of the functions that are predicted to be performed in the future TMC: Evaluating traffic flow and corridor information provided by deployed RSE and non-RSE related sensors, providing an overall assessment of safety and efficiency of flow;

Preparing-downloading appropriate messages to be com-municated to vehicle OBEs via specific RSEs and DMS (which support vehicles without OBEs or with failed OBEs);

Evaluating Probe Vehicle Information, validating infor-mation from HD CCTV imaging of the corridor(s) and preparing appropriate messages for RSEs and for use by 511 Centers (which will provide traveler information via radio, television and telephone/cell phone access);

Evaluating effectiveness of signal timing plans at non-intelligent intersections and associated corridor flow;

Evaluating performance of intelligence at intersections with RSEs and modifications that may be necessary to cor-rect noted issues;

Observing, managing and coordinating motorist assist-ance on corridors (must manage multiple demands for

Something to ponder: todays traffic engineers use CCTV to validate information provided by other sensor technologies will this still be the case in 2020?

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TRAFFIC MANAGEMENT Future TMC

service based on seriousness of needs and impact on traf-fic conditions);

Coordinating Incident Response with Emergency Man-agement and preparing-downloading messaging to RSEs and DMS;

Extinguishing out of date messages; Preparing-downloading RSE and DMS messaging as requested by emergency management and Homeland Security

Extinguishing safety messages on roadside messaging devices that are no longer appropriate;

Coordinating and overseeing work zone RSE deployment location and messages used by contractors;

Managing use of Public RSEs for services and validating that conditions for use have been met (including service certificate is valid and current);

Managing security certificate currency for jurisdictional RSEs;

Evaluating traffic flow patterns/volumes as related to cor-ridor level of service, developing plans for RSE deploy-ment;

Providing Quality oversight/configuration management of RSE messaging to assure that it is in compliance with SAE J2735; IEEE J1609 and IEEE 802.11p (or as applica-ble) standards changes;

Validate messaging is compliant with version of standards; Monitor operation of deployed, sensors, communications and messaging devices and coordinate repair of failures;

Monitoring erroneous BSM data as validated by roadside sensors and informing connected vehicles of the address of a OBE with problems;

Coordinating traffic functions with adjacent jurisdictions including strategy for seamless traffic flow and consist-ency of messaging drivers;

Planning will continue to be a major function associated with

TMC operations. Traffic Engineers will still have to develop warrants for signals, evaluate traffic impact studies, and con-duct corridor traffic studies to determine corridor improve-ments needed. The future will include new technologies to be considered such as RSEs and supporting software in the TMC. It will most likely require communications linkages to other centers such as one that issues security certificates. Determining which businesses use a jurisdictional RSEs service channels, for what purpose and what compensation the jurisdiction may get for providing channel advertising and bandwidth is an additional management task. The traffic engineer in a future TMC will have a large

and real time updated data base to work with and options for actions to support travel safety. Information process-ing to fuse data, thus improving accuracy and confidence level must be developed. But future management decisions made in the future TMC will be based on a much broader and accurate understanding of the corridor system because of V2X deployment. Many experts on connected vehicle-highway systems are

predicting that no TMC will be needed in the future. Vehi-cles will just intelligently progress where they want to go, progressing with minimum delay and avoiding collisions. Unfortunately there will be many vehicles on the corridors with different degrees of intelligence, different accuracy of navigation devices, and different accuracy/ranges of collision avoidance sensors that have similar objectives and compro-mises must be made related to speed and perhaps stop times at signals to achieve system safety. There will always be vehi-cles with failed electronics because electronics fail with age and environmental stress. Traffic assessment and management will be needed in the

future and tools to manage will be much improved. Number of vehicles on corridors will grow in the future and deploy-ment of more concrete will lag, thus negatively impacting level of service. There is not too much an RSE-OBE can do with vehicle on a service level E or F corridor other than the driver accepting a suggestion from a traffic engineer to use an alternative corridor. The era of connected vehicles-highway will bring about additional management functions which will require more extensive coordination with adjacent juris-dictions, most likely supported by council of governments (COGs)/Metropolitan Planning Organizations (MPOs). The traffic management staff will have significantly more

data to support management decisions and software will be needed to fuse the large volume of data into a form that supports human assessment and decision-making.

|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||| Bruce Abernethy is principal of VASI, based in Allen,

Texas

[email protected]

Experts are predicting that we are heading towards a TMC-less future

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SMART SAFETY Wireless comms

Using wireless technology for smarter safety for buses and other modes of transportation, by Ariana Drivdahl

Safety in numbers

When it comes to transportation safety, most peo-ple think about the basics do my brakes work, is my seatbelt functioning properly, is the highway smooth and free of hazards? Beyond these basics, ensuring transportation safety requires the ability to know and respond to any abnormal circumstances that affect the safety of pas-sengers or surrounding vehicles. Tools like in-vehicle and electronic roadside signs alerting drivers of danger are increas-ingly relied upon to ensure public safety. On demand or con-stant communications have become a necessity for operators to make the best use of these tools, and there are different ways to achieve these communications. The predominant types of communications are Wi-Fi (both traditional frequencies and public safety frequencies) and cellular technology.As an example, access to live in-vehicle video surveillance

feeds would be invaluable for authorities to respond quickly and effectively to a vehicle emergency or hostage situation on a public bus. High bandwidth wireless technologies are now making it possible to stream live video surveillance from a vehicle to a command center. This not only allows authori-ties to see what is happening in real-time, it allows for them to formulate and execute a plan of action.

QUALITY IMAGE, DURABLE HARDWAREOnboard video streams from buses and other public trans-portation vehicles are increasingly being sent from cam-eras that deliver high-resolution streams and are designed for harsh environments. Because some cameras are also installed on the outside of the buses, it is crucial they are able to withstand the same type of environmental conditions

Hawaii bus data offload

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Wireless comms

In a fleet-monitoring situation, it is critical from both a safety and logistics standpoint to have constant communications with trucks and/or mobile devices

as the bus itself, whether that be in searing heat or freezing cold. When this type of a camera network is connected to a wireless access point, the access point and its corresponding antennas need to be graded to the same degree of durability.

PUTTING SECURITY FIRSTOlder forms of wireless communication have known secu-rity weaknesses, but these issues have been addressed with updates in wireless technology that allow for secure opera-tion. Using the 4.9GHz frequency, which is governed by the FCC and reserved for public safety applications, users can ensure that standard wireless devices will not be able to con-nect to that network as they do not support that frequency. This ensures that not only will traffic sniffing will be elimi-nated, but that bandwidth can be prioritized for that safety traffic. Users simply need to work with the FCC to obtain permission to use those frequency bands. In addition, with the advent of dual radio technologies (having two independ-ent radios in one unit), one radio on an access point can be reserved for the live video surveillance feed accessible by authorities only, while the other radio can be opened up for public use, (eg web access to passengers, downloadable video feeds, user information and so on).

HIGHER BANDWIDTH, BETTER VIDEOWith the advent of 802.11n, which supports much higher bandwidths than older 802.11 protocols, it is possible to network many cameras on the bus, whether they are inside, outside, or both. Reaching speeds of up to 300Mbps, this is the perfect protocol to use when streaming vide

thinking highways - north america edition - march/april 2014

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