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Data Fusion For Delivering Advanced Traveler Information Services

U.S. Department of Transportation

Intelligent Transportation Systems Joint Program Office

**May 2003**

**Technical Report Documentation Page**

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| 20590              |   |          |         | r |         |          |
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| 15\. Supplementary |   |          |         |   |         |          |
| Notes              |   |          |         |   |         |          |
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| Sponsoring Agency  |   |          |         |   |         |          |
| task Manager --    |   |          |         |   |         |          |
| James Pol (202)    |   |          |         |   |         |          |
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| 16\. Abstract      |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| Many               |   |          |         |   |         |          |
| transportation     |   |          |         |   |         |          |
| professionals have |   |          |         |   |         |          |
| suggested that     |   |          |         |   |         |          |
| improved ATIS data |   |          |         |   |         |          |
| fusion techniques  |   |          |         |   |         |          |
| and processing     |   |          |         |   |         |          |
| will improve the   |   |          |         |   |         |          |
| overall quality,   |   |          |         |   |         |          |
| timeliness, and    |   |          |         |   |         |          |
| usefulness of      |   |          |         |   |         |          |
| traveler           |   |          |         |   |         |          |
| information.       |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| The purpose of     |   |          |         |   |         |          |
| this study was     |   |          |         |   |         |          |
| four fold. First,  |   |          |         |   |         |          |
| conduct a          |   |          |         |   |         |          |
| literature review  |   |          |         |   |         |          |
| of the ATIS and    |   |          |         |   |         |          |
| data fusion fields |   |          |         |   |         |          |
| in order to        |   |          |         |   |         |          |
| summarize current  |   |          |         |   |         |          |
| ATIS data fusion   |   |          |         |   |         |          |
| practices. The     |   |          |         |   |         |          |
| review also        |   |          |         |   |         |          |
| included an        |   |          |         |   |         |          |
| examination of     |   |          |         |   |         |          |
| relevant field     |   |          |         |   |         |          |
| case studies and   |   |          |         |   |         |          |
| discussions with   |   |          |         |   |         |          |
| selected ATIS      |   |          |         |   |         |          |
| practitioners to   |   |          |         |   |         |          |
| determine the      |   |          |         |   |         |          |
| extent and         |   |          |         |   |         |          |
| direction of their |   |          |         |   |         |          |
| data fusion        |   |          |         |   |         |          |
| interests and      |   |          |         |   |         |          |
| applications.      |   |          |         |   |         |          |
| Second, develop an |   |          |         |   |         |          |
| appropriate ATIS   |   |          |         |   |         |          |
| data fusion model  |   |          |         |   |         |          |
| and guidelines to  |   |          |         |   |         |          |
| enable a multitude |   |          |         |   |         |          |
| of source data to  |   |          |         |   |         |          |
| be fused to create |   |          |         |   |         |          |
| ATIS products and  |   |          |         |   |         |          |
| services,          |   |          |         |   |         |          |
| consistent with    |   |          |         |   |         |          |
| the National ITS   |   |          |         |   |         |          |
| Architecture.      |   |          |         |   |         |          |
| Third, identify    |   |          |         |   |         |          |
| appropriate        |   |          |         |   |         |          |
| metrics that       |   |          |         |   |         |          |
| describe           |   |          |         |   |         |          |
| quantitatively and |   |          |         |   |         |          |
| qualitatively how  |   |          |         |   |         |          |
| data quality can   |   |          |         |   |         |          |
| be verified,       |   |          |         |   |         |          |
| modeled, and       |   |          |         |   |         |          |
| processed so that  |   |          |         |   |         |          |
| traveler           |   |          |         |   |         |          |
| information        |   |          |         |   |         |          |
| products can be    |   |          |         |   |         |          |
| considered more    |   |          |         |   |         |          |
| reliable and       |   |          |         |   |         |          |
| useful. Fourth,    |   |          |         |   |         |          |
| provide general    |   |          |         |   |         |          |
| guidelines on the  |   |          |         |   |         |          |
| development of an  |   |          |         |   |         |          |
| ATIS data fusion   |   |          |         |   |         |          |
| system.            |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| This report is     |   |          |         |   |         |          |
| intended for       |   |          |         |   |         |          |
| surface            |   |          |         |   |         |          |
| transportation     |   |          |         |   |         |          |
| professionals who  |   |          |         |   |         |          |
| have an interest   |   |          |         |   |         |          |
| in the planning    |   |          |         |   |         |          |
| and deployment of  |   |          |         |   |         |          |
| ATIS data fusion   |   |          |         |   |         |          |
| systems.           |   |          |         |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+
| 17\. Key Word      |   |          | 18\.    |   |         |          |
|                    |   |          | Distr   |   |         |          |
| Data fusion,       |   |          | ibution |   |         |          |
| Advanced Traveler  |   |          | St      |   |         |          |
| Information        |   |          | atement |   |         |          |
| Services,          |   |          |         |   |         |          |
| Intelligent        |   |          |         |   |         |          |
| Transportation     |   |          |         |   |         |          |
| Systems, National  |   |          |         |   |         |          |
| ITS Architecture   |   |          |         |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+
| 19\. Security      |   | 20\.     |         |   | 21\.    | 22\.     |
| Classif. (of this  |   | Security |         |   | No. of  | Price    |
| report)            |   | Classif. |         |   | Pages   |          |
|                    |   | (of this |         |   |         |          |
| > Unclassified     |   | page)    |         |   |         |          |
|                    |   |          |         |   |         |          |
|                    |   | > Uncl   |         |   |         |          |
|                    |   | assified |         |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+

**Form DOT F 1700.7** (8-72) Reproduction of completed page authorized

Executive Summary

Advanced Traveler Information System (ATIS) is one of several
Intelligent Transportation System (ITS) technologies that offers users
integrated traveler information before and during travel, thereby
providing a wider range of choices about how, when, and where to travel
based on individual interests and needs. One of the major reasons ATIS
services has garnered public and professional interest is the concern
created by the continuing disparity between the growth in surface
transportation travel demand and the relatively minor addition of travel
capacity. This combination has resulted in increased regional roadway
congestion, greater uncertainty in travel time estimates, and higher
real or perceived costs in safety and productivity. Increasing
transportation capacity by building roads and other related
infrastructure is not a feasible solution in many urban areas due to the
high costs as well as environmental and associated societal concerns.
Alternative solutions are necessary.

To be effective, ATIS systems must work with a broad set of source data
and information, combine and qualify the information to yield better
traveler information, and disseminate the information when needed by
travelers. One component of this complex process is data fusion.

The purpose of ATIS data fusion is to combine data (in the broadest
sense of the term) to estimate or predict the state of some aspect of
the surface transportation world. These estimates may include statements
about current or future vehicular speeds, mean speeds, vehicular
classifications and volumes on selected roadway segments, environmental
information, transit system performance, and similar topics of interest
to travelers.

The overall effectiveness of data fusion needs to be evaluated in a
systems context, taking into consideration the overarching system
mission and purpose, architectures, data processing capabilities, data
validation and verification, human-system interface, and institutional
arrangements. A study was completed, examining these issues, the
findings of which can be found in this report. The process of the study
was three fold. First, a literature review was conducted of the ATIS and
data fusion fields to examine current practices. The review also
included an examination of relevant field case studies and discussions
with selected ATIS practitioners to determine the extent and direction
of their data fusion interests and applications. Second, an appropriate
ATIS data fusion model was developed, along with guidelines to enable a
multitude of source data to be fused to create ATIS products and
services. The model describes ATIS data fusion using five distinct
levels of functional activities. Third, appropriate metrics were
identified that describe quantitatively and qualitatively how data
quality can be verified, modeled, and processed so that traveler
information products can be considered more reliable and useful.

The major findings that arose from this study include:

-   A general awareness of ATIS data fusion and its purpose exists.

-   The general public, and travelers in particular, are predisposed to
    use better travel information, although it is unclear under what
    business model and range of products and services.

-   Data fusion conducted at transportation and environmental public
    agencies involves basic fusion functions such as spatial or temporal
    alignment of input data. Assessments of ATIS services at selected
    Metropolitan Model Deployment Initiative sites and Field Operational
    Test sites indicate positive support and public benefits.

-   Third-party ISPs perform additional data fusion activities, but the
    specific techniques, accuracy, and usefulness are not readily
    discernable due to proprietary restrictions.

-   Two general perspectives exist for ATIS data fusion: a data-centric
    view and a model-centric view. These perspectives are not mutually
    exclusive.

```{=html}
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```
-   Agencies are migrating to the use of the NTCIP and associated data
    element and message set standards, but will likely initiate their
    use based on industry acceptance and agency confidence in their
    utility and longevity.

-   Data quality policies and procedures are not comprehensive.
    Practices are limited primarily to "find and fix" tactics on the
    more egregious data elements.

The findings point out the need for a more comprehensive ATIS data
fusion methodology that would allow for increased cross-disciplinary
communication and research sharing. A proposed ATIS data fusion model,
based on the JDL process model, was offered to help bridge this gap.
Moreover, specific data fusion techniques, appropriate for the ATIS
context were identified and qualitatively assessed using multiple
criteria such as ease of implementation and potential usefulness.

General guidelines for data fusion architectures are presented in the
report. The wide variety and combination of ATIS fusion applications and
associated architectural components do not allow for a prescriptive,
detailed definition of architectural components and fusion techniques.
This prescription is best handled through a more structured, system
engineering (SE) process involving all stakeholders and design experts.
Key elements of the SE process are outlined.

Input data quality continues to be a hindrance to the offering of more
advanced ATIS services. Current practices focus on "fix and find"
methods without long-term, systemic attention to data quality issues.
One of the key issues is the different perspective held by stakeholders
on the level of satisfaction with the existing data quality and the
associated remedies and costs to make improvements. Greater awareness
and understanding of the issues are needed before prescribing remedial
action, if any. Resolution of data quality issues will require
partnerships among the data owners and users to reach a shared solution.

The report concludes with proposed future actions for enhancing ATIS
data fusion practices, summarized into three categories: technological,
institutional, and economic opportunities.

Table of Contents

[Section 1 Introduction 1-1](#introduction)

[1.1 ATIS Concepts 1-2](#atis-concepts)

[1.2 General Concepts of Data Fusion
1-5](#general-concepts-of-data-fusion)

[1.3 Opportunities and Challenges of ATIS Data Fusion
1-6](#opportunities-and-challenges-of-atis-data-fusion)

[1.4 Section 1 References 1-7](#section-1-references)

[Section 2 Study Approach 2-1](#study-approach)

[2.1 Study Objectives 2-1](#study-objectives)

[2.2 Study Approach 2-2](#study-approach-1)

[Section 3 ATIS Concepts, Trends, and Directions Affecting Data Fusion
3-1](#atis-concepts-trends-and-directions-affecting-data-fusion)

[3.1 Summary of Literature Review and Selected Interviews
3-1](#summary-of-literature-review-and-selected-interviews)

[3.2 Key Findings and Implications for ATIS Data Fusion Development
3-22](#key-findings-and-implications-for-atis-data-fusion-development)

[3.3 Section 3 References 3-24](#section-3-references)

[Section 4 Data Fusion Framework for ATIS Analysis and Implementation
4-1](#data-fusion-framework-for-atis-analysis-and-implementation)

[4.1 Key Functions To Be Performed In An ATIS Data Fusion System
4-1](#key-functions-to-be-performed-in-an-atis-data-fusion-system)

[4.2 Data Fusion Model Applicable to ATIS
4-2](#data-fusion-model-applicable-to-atis)

[4.3 Data Fusion Architectures 4-22](#data-fusion-architectures)

[4.4 Data Quality Management And Assessment
4-28](#data-quality-management-and-assessment)

[4.5 Section 4 References 4-30](#section-4-references)

[Section 5 Implementing Data Fusion for ATIS
5-1](#implementing-data-fusion-for-atis)

[5.1 Development Of ATIS Data Fusion Systems
5-1](#development-of-atis-data-fusion-systems)

[5.2 Data Fusion Algorithm Selection
5-3](#data-fusion-algorithm-selection)

[5.3 Section 5 References 5-5](#section-5-references)

[Section 6 Areas For Future Study and Activities
6-1](#areas-for-future-study-and-activities)

[6.1 Study Summary and Conclusions 6-1](#study-summary-and-conclusions)

[6.2 Future Opportunities and Activities
6-2](#future-opportunities-and-activities)

[Data Fusion References 46](#data-fusion-references)

Appendices

> General ATIS References
>
> Data Fusion References
>
> Data Quality References

Model Deployment Initiatives and Field Test References

List of Figures

Figure 1‑1 Greater Roadway Congestion Has Generated Increased Interest
in

*Advanced Traveler Information Systems (ATIS)
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_* 1-1

[Figure 1‑2 Informal Illustration of Sources and Uses of ATIS
Information 1-2](#__RefHeading___Toc41988380)

[Figure 1‑3 The Range of Dynamic Traveler Information Services
1-3](#__RefHeading___Toc41988381)

[Figure 3‑1 A Simplified Structured Analysis Model of ATIS Data Fusion
3-2](#__RefHeading___Toc41988382)

[Figure 3‑2 Data Fusion Draws From And Contributes To A Number of
Overlapping Disciplines 3-12](#__RefHeading___Toc41988383)

[Figure 3‑3 Data Centric and Model-Centric ATIS Data Fusion Activities
3-14](#__RefHeading___Toc41988384)

[Figure 4‑1 A Data Fusion Model Applicable to ATIS
4-3](#__RefHeading___Toc41988385)

[Figure 4‑2 Levels Of Object Identification
4-10](#__RefHeading___Toc41988386)

[Figure 4‑3 The Major Techniques Appropriate For ATIS Object
Identification (Level 1) 4-10](#__RefHeading___Toc41988387)

[Figure 4‑4 The Relative Merits of Level 1 Data Fusion Techniques
4-19](#_Ref24509922)

[Figure 4‑5 Data Quality Categories, Dimensions, And Techniques for
Assessing 4-29](#_Ref34019457)

[Figure 5‑1 Major Process Steps For Developing An ATIS Data Fusion
System 5-2](#__RefHeading___Toc41988390)

[Figure 5‑2 A Systematic Approach for Selection and Testing of A Data
Fusion Algorithms 5-4](#__RefHeading___Toc41988391)

**Glossary**

ATIS Advanced Traveler Information System

AVI Automatic Vehicle Identification

AVL Automatic Vehicle Location

CATV Cable Television

CVO Commercial Vehicle Operations/Operator

CORBA Common Object Request Broker Architecture

DATEX-ASN.1 DATa Exchange in Abstract Syntax Notation One

DMS Dynamic Message Signs

FHWA Federal Highway Administration, USDOT

FOT Field Operational Test

FTP File Transfer Protocol

GPS Global Positioning System

HAR Highway Advisory Radio

HTML HyperText Markup Language

IEEE Institute of Electrical and Electronics Engineers

IM Incident Management

ISP Internet Service Provider

ITS Intelligent Transportation Systems

IVR Interactive Voice Recognition

JDL Joint Directors of Laboratories (U.S. government laboratories)

MMDI Metropolitan Model Deployment Initiative

NTCIP National Transportation Communications for Intelligent
Transportation System Protocols

PDA Personal Digital Assistant

RAID Redundant Array of Inexpensive Disks

RFID Radio Frequency Identification

SDO Standard Development Organization

SE Systems Engineering

SNMP Simple Network Management Protocol

SQL Structured Query language

STMP Simple Transportation Management Protocol

TFTP Trivial File Transfer Protocol

TMC Traffic Management Center

USDOT United States Department of Transportation

VMS Variable Message Signs

W3C World Wide Web Consortium

WIM Weigh In Motion

WWW World Wide Web

XML Extensible Markup Language

# Introduction

![](media/image2.wmf){width="2.3305555555555557in"
height="3.5006944444444446in"}Many issues will affect the performance of
the 21^st^ century surface transportation systems, particularly highways
and transit systems, in the United States and in similar industrialized
nations. A paramount concern is the growing congestion on highways and
roads created in part by increased travel demand coupled with a modest
increase in travel capacity. The effects of this disparity are captured
in a number of measures and perceptions, including visible and
consistent roadway congestion, the loss of personal and professional
time, environmental degradation, and general traveler frustration. An
often-cited report of this phenomenon is the Texas Transportation
Institute's report on urban mobility, which estimated the total cost due
to roadway congestion at \$78 billion for the 68 largest urban areas in
1999[^1]. A recent national satisfaction survey conducted by the Federal
Highway Administration notes 65 percent of those surveyed are satisfied
with the major highways they travel most often. However there is greater
dissatisfaction due to heavier traffic flows and delays, especially
circumstances caused by workzones and roadway incidents[^2]. Substantial
debate has occurred about the proper course of action to address these
concerns and trends.

Advanced Traveler Information Systems (ATIS) is one of the many
components of Intelligent Transportation Systems (ITS). The purpose of
ATIS is to provide practical and timely help to travelers in an
integrated, multi-modal environment using the goals, principles, and
practices of the National ITS Architecture[^3]. Effective traveler
information would support the needs of many travelers. The information
would assist users in selecting their mode of travel (car, train, bus,
etc.), route, and departure time, as well as provide supplemental
information about the weather, congestion indicators, and other issues
affecting their travel.

## ATIS Concepts

Effective traveler information services support many types of
information[^4] requests and categories of travelers, and combine
multi-modal information in an effective and timely manner. Information
may be provided in a number of ways, including pre-trip (static)
information and real-time information. Static information comes from
such sources as transit schedules, planned workzones, and known road
closures. Dynamic information comes from a variety of sources including
roadway-based sensors, surveillance equipment, and driver information.
The information assists travelers in selecting their mode of travel,
route, and departure times. Figure 1-3 illustrates the range of data
sources, processing and uses of ATIS information. The figure depicts the
various sources of data (left-hand side) that are collected and
centrally processed (central part of figure) to yield integrated
information about the current and future travel conditions, such as
roadway congestion and transit schedules. This information is
broadcasted or disseminated to travelers, allowing them to make informed
choices about when, where and how to travel.

![](media/image3.wmf){width="4.875in" height="3.6868055555555554in"}

[]{#__RefHeading___Toc41988380 .anchor}Figure 1‑3 Informal Illustration
of Sources and Uses of ATIS Information[^5]

The National ITS Architecture has identified nine market packages that
incorporate ATIS user services[^6]. These packages can be further broken
down into static or dynamic services. For the purposes of this report,
the six dynamic related services will be emphasized.

+----------------------------------+-----------------------------------+
| Dynamic, Traffic Related Market  | Definition and Key Points         |
| Packages                         |                                   |
+==================================+===================================+
| Broadcast Traveler Information   | -   Disseminates near real time   |
|                                  |     traffic information over a    |
|                                  |     wide area through existing    |
|                                  |     infrastructures and low-cost  |
|                                  |     user equipment such as radio  |
|                                  |     or cellular phones            |
|                                  |                                   |
|                                  | -   Information flow is one way   |
+----------------------------------+-----------------------------------+
| Interactive Traveler Information | -   Responds to a user's request  |
|                                  |     with tailored information,    |
|                                  |     using wide range wireless and |
|                                  |     wireline communication        |
|                                  |     systems                       |
+----------------------------------+-----------------------------------+
| Dynamic Route Guidance           | -   Provides advanced route       |
|                                  |     planning and guidance that is |
|                                  |     responsive to current         |
|                                  |     conditions                    |
|                                  |                                   |
|                                  | -   Relies on a digital receiver, |
|                                  |     map databases and a variety   |
|                                  |     of in-vehicle computational   |
|                                  |     systems and devices           |
+----------------------------------+-----------------------------------+
| ISP-Based Route Guidance         | -   Similar to Dynamic Route      |
|                                  |     Guidance, but it moves the    |
|                                  |     route planning function from  |
|                                  |     the user device to a service  |
|                                  |     provider                      |
|                                  |                                   |
|                                  | -   The user has the option of    |
|                                  |     equipping their vehicle with  |
|                                  |     the map databases and         |
|                                  |     location determination        |
|                                  |     capability                    |
+----------------------------------+-----------------------------------+
| Integrated Transportation        | -   Used by both public consumers |
| Management/ Route Guidance       |     and traffic management        |
|                                  |     centers                       |
|                                  |                                   |
|                                  | -   Traffic management centers    |
|                                  |     use it to optimize traffic    |
|                                  |     control                       |
|                                  |                                   |
|                                  | -   Consumers benefit from        |
|                                  |     advanced route planning and   |
|                                  |     guidance based on current     |
|                                  |     conditions                    |
+----------------------------------+-----------------------------------+
| In-Vehicle Signing/Message       | -   Based on communication        |
| Exchange                         |     between roadside equipment    |
|                                  |     and in-vehicle devices        |
|                                  |                                   |
|                                  | -   Roadside equipment            |
|                                  |     communicates with the traffic |
|                                  |     management subsystem in order |
|                                  |     to provide traffic and travel |
|                                  |     advisory information to the   |
|                                  |     in-vehicle device             |
+----------------------------------+-----------------------------------+

[]{#__RefHeading___Toc41988381 .anchor}Figure 1‑4 The Range of Dynamic
Traveler Information Services

In addition, the National ITS Architecture can be categorized by two
types of basic services: i) traffic and road condition information; and
ii) location, navigation, and route guidance information.

### General ATIS Model

A number of individuals, organizations, technologies, and processes must
be assembled to develop, implement, and sustain effective and valued
ATIS services. Appropriate sensing and surveillance equipment is
required. Public-private partnerships are needed to gather and
disseminate timely, useful traveler information based on public and
private data sources and data processing. Multiple vendors and
technologies necessitate the use of accepted standards and protocols to
enable interoperability and functionality.

The following diagram offers a generalized functional model of ATIS.
Read from left-to-right, Figure 1-4 indicates the wide range of
available information sources, the data fusion activity, the opportunity
for value-added services from public or private agencies, and the
dissemination of traveler information through multiple means and
mediums. Data collection has traditionally been conducted by public
agencies (e.g., highway and transit agencies) primarily to meet their
agency objectives for management and operation within their service
areas and responsibilities. Recently, private agencies have supplemented
public agency data to provide more complete coverage of a region or
subcorridor. Data fusion, in general, refers to the process of combining
information from a variety of sensors and processing the data to yield
better estimates describing the state of the transportation system. The
value-added function may include a variety of activities, such as
repackaging basic traveler information for consumers in a form more
available (e.g., cellular phone, websites, or mass media) or
understandable (e.g., graphical displays or site-specific congestion
metrics). Moreover, additional content may be added (or fused in the
earlier stage) to enhance basic traveler information, such as
confirmation of incidents, better microscale weather information,
geo-location of events, and recommendations on alternative routes or
departure times. The resulting information can be distributed to
consumers through a variety of media, with the opportunity for
specialized equipment and software allowing the receiver to customize
the traveler information.

![](media/image4.wmf){width="6.75in" height="4.35625in"}

The simplicity of this ATIS model is complicated by a variety of
factors, including institutional and regulatory issues, legal concerns,
partnership agreements (among all combinations of public and private
organizations), consumer expectations, contracts for the types and
quality of traveler information delivered, and the changing technology
base underpinning this service delivery[^7].

## General Concepts of Data Fusion

In general, the purpose of ATIS data fusion is to combine data (in the
broadest sense of the term) to estimate or predict the state of some
aspect of the surface transportation world. These estimates may include
statements about current or future vehicular speeds, mean speeds,
vehicular classifications and volumes on selected roadway segments,
environmental information, transit system performance, and similar
topics of interest to travelers.

Within the graphic depiction of the data fusion function illustrated in
Figure 1-4, a complex set of activities is occurring and will be
elaborated upon in subsequent report sections. Major data fusion
functions include:

Raw Data Collection Transmitting and receiving error-free[^8] data from
field sensors or other locations

Data Identification Matching the sensed data with the source or
adjusting for missing data values

Data Alignment Configuring identified sensor data to a common spatial
and temporal reference/origin, as well as transforming data into
compatible representations and/or languages (e.g., XML[^9])

Data Combination Performing various association analyses (e.g.,
statistical correlations, pattern recognition, etc.) to improve
detection, classification, and tracking of entities of interest (e.g.,
cars, surface temperature readings, etc.)

State Estimation Predicting the kinematic (time and/or spatial)
performance of an entity of interest

Performance Assessment Applying techniques to assess fused data quality
and fusion processes.

The overall effectiveness of data fusion needs to be evaluated in a
systems context, taking into consideration the overarching system
mission and purpose, architectures, data processing capabilities, data
validation and verification, human-system interface, and institutional
arrangements. These issues will be examined in this document.

## Opportunities and Challenges of ATIS Data Fusion

ATIS data fusion is an emerging and evolving field. Some of the basic
benefits of ATIS have been garnered through the savvy, cost effective
design of regional ITS architectures and the value-added application of
market-proven techniques to meet customers' needs. However, there are
opportunities for greater ATIS data fusion applications. Prospects
include the increased collection of usable data from sources other than
the installed sensor and surveillance networks owned and operated
primarily by public agencies. Wireless technologies, coupled with the
increased acceptance of data standards and protocols, will offer the
potential for easier reporting and access to customized ATIS
information. Technological and data processing advances in affiliated
scientific and engineering disciplines, such as database management and
web-based commerce, coupled with cost reductions in computer and
telecommunication equipment, can provide a foundation for greater ATIS
data fusion applications and value-added services. Moreover, public
agencies can contribute substantially to ATIS through their internal
systems for monitoring and improving the performance of the
transportation system, such as traffic signal control, incident
management, bus fleet performance or the analysis of ADUS[^10]
information. However, several challenges may hinder the accelerated use
of data fusion for ATIS. These obstacles include the improvement of
institutional/organizational collaboration, the timely establishment and
use of standards and protocols that serve the widest set of potential
ATIS customers, concerns about data quality, and establishing a delivery
model that provides real-time, quality ATIS services in an environment
when basic traveler information is free.

## Section 1 References

# Study Approach

## Study Objectives

It has been suggested that improved ATIS data fusion techniques and
processing will improve the overall quality, timeliness, and usefulness
of traveler information. In particular, with increased use of multiple
sources of data, properly combined, fused, and quality-controlled, a
more reliable, real-time set of traveler information can be produced,
which will be valued more than the information services currently
available to the traveler. Increased attention to data fusion will also
better inform agency planning and guide ITS architecture development and
deployment.

The purpose of this study was four fold. First, conduct a literature
review of the ATIS and data fusion fields in order to summarize current
ATIS data fusion practices. The review also included an examination of
relevant field case studies and discussions with selected ATIS
practitioners to determine the extent and direction of their data fusion
interests and applications. Second, develop an appropriate ATIS data
fusion model[^11] and guidelines to enable a multitude of source data to
be fused to create ATIS products and services. The model should be able
to account for the challenges of multiple sources of data, varying types
of quality, institutional impediments, and evolving standards and
practices associated with the National ITS architecture. Third, identify
appropriate metrics that describe quantitatively and qualitatively how
data quality can be verified, modeled, and processed so that traveler
information products can be considered more reliable and useful. Fourth,
provide general guidelines on the development of an ATIS data fusion
system.

As a result of the study, a phased model and guidelines is available to
assist agencies with ATIS data fusion considerations. These
considerations include the development of specific ATIS data fusion
goals and subsystems in the context of an overall ITS mission and
supporting architecture. Moreover, agencies will likely gain an
increased awareness of ATIS data fusion capabilities, limitations, and
resources for further inquiry.

This study was conducted during December 2000 until August 2002. During
this period substantial changes were occurring nationally and
internationally in three fields closely related to ATIS data fusion,
namely telecommunications, computing, and web-based commerce. These
factors are mentioned since the annotated literature listed in the
appendix presents a potentially divergent picture of growth,
opportunity, challenges, and retreat, which may confuse the reader
without an explicit mention of the study period.

## Study Approach 

Data collection was the first study task and involved a literature
review, examination of case studies, and discussion with ATIS experts.
The literature review was conducted using web-based searches, reference
list back-chaining, a search of relevant transportation databases, and
discussions with knowledgeable individuals to identify key documents and
source materials. The information was screened for relevance and then
organized and sorted based on assigned keywords, such as data fusion,
data quality, etc. A summary of the major findings is presented in
Section 3. The appendix contains an annotated bibliography of the
sources.

Case studies, primarily from the Metropolitan Model Deployment
Initiative (MMDI) evaluation program, were reviewed for ATIS features
and applications. The cases were examined for state-of-the-practice and
specific data fusion activities performed by either public agencies or
private firms. In the case of private sector firms, little or no
information was available regarding data fusion techniques, as these
were considered highly proprietary and competitor-sensitive.

Structured interviews were conducted with representatives or individuals
knowledgeable about ATIS deployments. The interviews were designed and
the data collected not to be generalizable, but instead to document the
practices and attitudes of some of the major public sector ATIS
practitioners. The interviewer elicited a description of ATIS services
provided by the agency/organization, identification of fusion techniques
(as appropriate), metrics on data quality, difficulties in implementing
ATIS services, the extent of conformance or use of ITS standards, and
remarks on future activities, especially for data fusion. Interviews
were conducted with individuals from Seattle (Washington), San Francisco
(California), Los Angeles (California), Houston (Texas), I-95 Corridor
Coalition (Virginia/Maryland representatives), Hampton Roads-Smart
Travel Center/I-81 (Virginia), and Transcom (New York, New Jersey, and
Connecticut). The aggregate findings are reported in Section 3.

A proposed ATIS data fusion model was developed to meet the second
purpose of the study. The model is based on the literature and other
background information gathered during the first study objective. A
functional model was identified as the most promising for meeting the
needs of the ATIS community. Details of the data fusion model and
corresponding guidelines for fusion techniques and architectural
considerations for implementation are the primary subject of Section 4.

The third purpose of the study, data quality, is addressed from the
perspective of overall customer needs and system performance
specification. The systemic complexity of data quality necessitates a
structured approach to data quality awareness, assessing data element
quality and data importance, and the implementation of appropriate
techniques to improve data quality, namely finding/fixing errors and
preventing errors. The second portion of Section 4 discusses the ATIS
data quality issues.

The fourth purpose of the study, guidelines for developing an ATIS data
fusion system, is discussed in Section 5. A generalized approach is
presented for defining the specific algorithms and subsystem elements
for an ATIS data fusion model, with attention to data quality. Finally,
Section 6 provides a brief summary of the study findings and conclusions
with suggested directions for advancing ATIS data fusion.

# ATIS Concepts, Trends, and Directions Affecting Data Fusion

Section 1 introduced the concepts of ATIS. This section provides a
deeper foundation for developing a data fusion model and guidelines by
presenting the major findings from the literature review and the
insights gained from discussions with representatives at selected public
ATIS sites. The section concludes with key findings and implications for
ATIS data fusion. The appendix of the report contains an annotated
bibliography of materials that supported the development of this
section.

## Summary of Literature Review and Selected Interviews

ATIS services have been studied or analyzed from several perspectives,
which cluster into three groupings: institutional/organizational,
operational, and technological. A brief overview of these groupings is
presented, with the majority of this section devoted to the more
technical issues of data sources, data processing, and data/information
uses necessary to support ATIS data fusion systems.

The institutional/organizational perspective represents some of the
major challenges to successful ATIS data fusion, especially real-time
systems. In general, the institutional issues pertain to planning and
cooperation in the design and implementation of systems in order to
collect and share data appropriate for traveler information. A key
topic, currently under discussion at many public agencies, is the scale
and scope of the public sector's role and obligations in providing
traveler information. Obviously, the purpose of a data fusion activity,
the associated architecture, data collection and sharing requirements,
multi-organizational/institutional issues, and similar design
consideration all affect the performance and usefulness of an ATIS data
fusion system. These institutional issues may be the greatest within a
single agency or organization and likely involve intra-agency
relationships, resource allocation, and policies that introduce new
relationships and responsibilities between function groups (such as
planning, design, and maintenance/operations) and support groups such as
Information Technology, records management, and similar repositories or
stewards of data. Institutional issues for advancing ATIS data fusion
also occur across organizations in which geographic and jurisdictional
boundaries create interface and data sharing challenges. Current
practices to manage these interfaces include Memorandums of Agreement,
performance-based specifications, and delineation of interface protocols
and requirements. While these interface issues may have been achieved in
such traditional areas as asset management and transit service
providers, new challenges emerge when considering issues of data
coverage and quality, ownership rights, and data fusion
performance-based criteria. These institutional issues are discussed in
this section within the context of developing a data fusion model.

Operational issues have been captured best through case studies and
evaluations of ATIS. The evaluations have provided insights into a range
of challenges, including institutional, technical, standards
development, resource allocation, and implementation of new systems and
partnerships. The operational issues are highlighted in Section 3.1.5.

The technical issues associated with developing ATIS data fusion systems
can best be represented by a simplified, three-part, structured
analysis. This format is widely used in this type of study to define
system inputs, processes, and outputs. It also provides a simplified
introduction to data fusion, in preparation for the more detailed
functional representation found in Section 4.

Inputs for data fusion are from one or more sources that are collected
and subsequently processed to meet specific end users' needs or output
requirements. The following figure illustrates this three-part process.
The three parts of the process serve as the major discussion topics
reviewed in this section.

+-----------------+------+------------------+------+------------------+
| **Data          |      | Data Processing  |      | **Data and       |
| Sources**       |      |                  |      | Information      |
|                 |      |                  |      | Uses**           |
+-----------------+------+------------------+------+------------------+
| -   Sources and |      | -   Protocols    |      | -   Information  |
|     collection  |      |     and          |      |     services for |
|     of data     |      |     standards    |      |     pre-trip or  |
|                 |      |                  |      |     en-route     |
|                 |      |                  |      |     traveler     |
|                 |      |                  |      |     needs        |
+-----------------+------+------------------+------+------------------+
| -   Data        |      | -   Data Fusion  |      | -   Users'       |
|     Quality     |      |     Functions    |      |     demand for   |
|                 |      |                  |      |     services     |
+-----------------+------+------------------+------+------------------+
|                 |      |                  |      | -                |
|                 |      |                  |      |    Dissemination |
|                 |      |                  |      |     of           |
|                 |      |                  |      |     information  |
+-----------------+------+------------------+------+------------------+
|                 |      |                  |      | -   Telematics   |
+-----------------+------+------------------+------+------------------+

[]{#__RefHeading___Toc41988382 .anchor}Figure 3‑6 A Simplified
Structured Analysis Model of ATIS Data Fusion

Many of the institutional, operational, and technical perspectives
overlap in this simplified model since they contribute in one or more
ways to the overall functions and performance of an ATIS data fusion
system. The separation shown in the figure, however, does allow a
convenient means of highlighting the major data-centric findings that
contribute to the opportunities and challenges for ATIS data fusion.

The following discussions focus primarily on real-time freeway and major
arterial systems. However, archived data, data from speed studies, and
other traffic or transit studies also constitute valuable sources of
ATIS data. The challenges of using these data sources will be ones of
compatible frames of reference (geospatial and temporal), data
verification, and data formats. These current issues and practices are
discussed in the following subsections and addressed in Sections 4 and 5
of this report.

### ATIS Data Sources 

Two topics dominate the literature associated with ATIS data sources:
(1) a description and discussion of the many sources of data and
information that can contribute to ATIS services, and (2) input data
quality.

#### Sources and Collection of Data

The largest source of ATIS data is the loop detector system, usually
owned, operated, and maintained by the public highway agency. Loop
detection data requires some level of localized signal processing after
which the modified signal is communicated to a more centralized
location, usually based on a polling request. Loop detector data can be
processed to estimate, among other things, speeds, occupancy, and
congestion. Typically loop detectors are placed approximately one-half
mile apart on highways in metropolitan areas and may be placed around
interchanges or intersections to collect data about traffic flows[^12].
Major arterials may have loop detectors, but usually only at key
intersections or near highway connections. Key determinants in placing
detectors on arterials include consideration of studies of traffic
counts, safety reports, availability to communication networks, and
usability of the collected data. As data collection coverage needs
increase, arterials are becoming more instrumented.

Loop detection reliability[^13] has been estimated to be between 10 and
50 percent, depending on agency maintenance practices, time of the year,
and age/type of the loop detector. Some loop detectors are more than 30
years old, which affects performance, accuracy, and the type of
information they are able to collect. Communication links between field
collection points and a centralized location may be affected by a
variety of factors including telecommunications engineering (speed,
bandwidth, communications protocol, polling frequency, transmission
errors and reprocessing of data streams, noise, etc.) and maintenance
issues (cable cuts, power outages, etc.).

Once collected, field data is usually stored on a large capacity,
non-proprietary database system. These database systems may collect as
much as 2GB of daily information, depending on the size of the network,
the sampling rates, and data compression, if used. ATIS systems make use
of real-time as well as historic data. Consequently, data management,
data messages, and data access issues can affect overall ATIS system
performance. Efficient and cost effective storage of video data is still
an evolving field of study[^14].

Loop detectors only measure aggregate traffic at particular freeway
locations, rather than the movement of individual vehicles in a specific
space. Consequently, ATIS route guidance services are severely hampered
by the lack of information about trip distributions. To augment loop
data, additional sources of data and information are being used. Video
technology has been developed and applied for more than 30 years as a
substitute for inductive loop detectors. Within the past 3-5 years,
CCTVs have migrated from analogue to digital formats, resulting in
greater resolution and lower costs. Three major developments have
enhanced the use of CCTV for ATIS services. First, the digital
conversion allows for more efficient signal processing and
field-to-center transmission, including the use of compression methods
such as the de facto MPEG-2 standard. Higher resolution images could
enable such activities as improved incident management or vehicle
tracking at sensor locations, thus contributing to discerning trip
distribution. Second, digital video recorders are being produced in
sufficient quantity to make them cost-effective means of storing video
images, especially when coupled to video motion detection methods that
do not engage the recorder when no significant activity is detected,
thereby saving storage space. Third, low cost, efficient transmission
protocols have emerged in metropolitan areas to enable more reliable and
wider network coverage. These protocols are based on such technologies
as enhanced fiber optic networks (Dense Wave Division Multiplexing-
DWDM), Digital Subscriber Line (DSL) protocols, Multi Protocol Labeling
System (MPLS), and others.

The effectiveness of CCTV for ATIS use is a function of image
resolution, communications bandwidth, uses of the image (human
interpretation versus pattern recognition methods), and overall life
cycle benefit-cost. Video cameras are used to detect and verify roadway
or network conditions and confirm incidents within the range and
capabilities of the equipment and telecommunications system. Video
information is centrally collected and manually scanned for unusual
traffic patterns. Some traffic management centers have the capability
for simultaneously displaying more than 50 field locations, requiring
additional personnel or less frequent reviews of the video images and
assessment of the traffic networks. Camera network coverage and
deployment is typically constrained by the cost effective access to
higher-bandwidth communication links. Moreover, the quality of the video
does not readily lend itself to pattern recognition or feature
extraction (e.g., license plate) processing due to low resolution and
frame refresh specifications.

Another source of roadway information comes from travelers who report
events or incidents. These reports provide a varying range of usable
data about the event. Many times drivers are unable to accurately locate
where the event occurred, although GPS chips in cellular devices may
allow for greater accuracy. Moreover, this information is conveyed to a
human operator, who must be skilled at eliciting the information needed
to verify and characterize the event in order to provide sufficient
traveler information. However, with the "human-in-the-loop," there will
be restrictions on the number of calls that can be processed, regardless
of the operators' abilities.

Another source of traveler information comes from vehicular "tags" (RFID
devices) that can be read by roadside readers on public roadways for the
purpose of charging a user fee (toll tag), identifying vehicles (CVO
registration or transit vehicles) or verifying credentials (WIM
specifications). This information is usually available only to the
public agency responsible for collecting a fee or processing traveler
information. The information would be valuable for developing an
improved understanding of trip distributions, but currently there are no
institutional arrangements that allow for sharing this user information
with ATIS service providers, public or private. Other sources of
traveler information come from GPS-based systems, including certain
types of Automatic Vehicle Location (AVL) systems employed in certain
transit systems and GPS-enabled probe vehicles.

Once the data is collected, it is usually stored in a database waiting
further processing.

#### ATIS Data Quality And Performance Issues

In general, ATIS data quality can be defined as fitness for use by
information consumers, public or private. Determining the fitness for
use is a complex issue to assess since the data quality can originate in
the data source, data processing, and application or use of the data. At
any point in this process, data quality can be enhanced or diminished.

Several sources of poor ATIS performance have been noted in
studiesError: Reference source not
found^,Error:\ Reference\ source\ not\ found,Error:\ Reference\ source\ not\ found^,
including:

-   Scope and scale of data coverage (geographic and temporal)

-   Software errors (development and maintenance phases)

-   Hardware or facility failures (including security breaches)

-   Poor input data quality

Data coverage is one of the more important sources of poor ATIS
performance primarily because sensors and other sources of data
collection do not adequately cover the network to be associated and
supported by data fusion. Moreover, the roadway networks that are
covered tend to be freeways rather than major arterials and key
intersections. Transit systems coverage is similarly hampered by the
availability of temporal and geospatial vehicle information. Enhanced
software methods for improved code development are being applied in the
ATIS field, including the use of structured design methods, application
of costing/performance models, and use of more rigorous contract
specifications to ensure performance, standards, and warranty issues are
addressed. Hardware failure, especially at the distributed sensor level
(such as inductive loop detectors), is an individual agency issue. Some
agencies have indicated that as much as 30 percent (on average) of their
network of loop detectors may be unavailable or provide inaccurate data
on a daily basis. Failures at centralized facility or operation centers
are less of a problem since private-sector recovery practices have been
applied in public agencies. These practices include facility designs
with disaster recovery features and hardware configurations to provide
frequent backup of computer and communication systems (RAID, frequent
imaging at locations unaffected by local disturbances, communication
system redundancy, etc.). Field facilities usually employ
environmentally hardened equipment and power supply configurations to
minimize outages. When field failures do occur, automated alert systems
usually become activated or else central facility operators detect a
malfunction or outage. Poor input data quality has been identified as
the most common source of information system failure. While there are no
estimates available from the ATIS community, business organizations that
have reported data quality issues estimate the data error rates ranging
from one-half to 30 percent[^15].

The literature contains numerous ways and specific techniques to improve
data quality. These techniques can be classified into two broad
categories:

-   Finding and fixing data errors (clean-up)

-   Preventing errors

The ATIS service providers interviewed for this project indicated they
only focused on the first category, although many would like to have the
more systemic approach of preventing errors. After determining that poor
input data quality was the source of concern, their typical response to
poor input data quality was a three-part process:

(1) determine the upstream sources of the erred data (sensors,
    communication links, etc.) and resolve as appropriate;

(2) conduct large or small database clean-ups as part of everyday
    maintenance operations (correcting obvious errors such as outliers,
    false alarms, no signal, no value, etc.); and

(3) deal with the impacts of the erred data, such as manually correcting
    ATIS information using historical estimates (if appropriate),
    posting notifications of information unavailability, searching for
    the erred data source (if not already found, isolated, or
    qualified).

The effectiveness of this three-part process has not been assessed
systematically in the ATIS community. However, experience from other
organizations offers some insights. The sensor or communications link
data quality issues are becoming relatively easier to resolve as
improved equipment with self-diagnosing methods is deployed. In
addition, maintenance and operations functions in public agencies are
becoming more tightly coupled as performance-based management systems
are being implemented. These organizational process improvements allow
ATIS information providers to be more aware of operational issues
associated with network and equipment performance. The database clean-up
strategy works in the short-run, but is less effective in the long-term.
While certain automated tools exist to correct the obvious errors, more
errors are usually created due to newly calculated data elements based
on uncorrected, erred data. Depending on the frequency of the use of the
data (e.g., monthly reports on ATIS usage versus hourly indicators of
signal system timing), the data may become permeated with errors. This
leads to a never-ending, time-consuming cycle of periodic clean-ups, at
increasing expense. Short-term database clean-ups are done on
time-sensitive or system-sensitive data, but also face the same
long-term issues. Moreover, this database clean-up approach does not
provide a long-term, scalable answer[^16].

### ATIS Data Processing 

ATIS data processing is based primarily on systems and applications
developed in other disciplines or industries. One of the most important
issues in ITS, transportation, and traffic communities is the lack of
widely recognized and accepted communications and data standards. As a
consequence, challenges of interoperability and interchangeability among
agencies, across jurisdictions, and among users have hampered data
sharing[^17], data processing, and more widespread use of ATIS services.
Increased standards and protocols definition and adoption has been
discussed extensively in the literature and seen by some as an
evolutionary means to help reduce institutional and organizational
barriers in planning and implementing data fusion systems. After data
and communication standards, data processing methods and approaches
emerges as a key topic in the advancement of data fusion systems. Each
of these topics is reviewed in the following subsections.

#### Standards and Protocols

Data about travel conditions are the foundation for ATIS services. The
data is sensed, collected, transmitted, and processed by multiple
agencies at different locations using different types of equipment. The
resulting information is used to support traveler information services,
but also traffic management operations, maintenance activities,
emergency response, as well as agency planning and budgeting functions.
Typical systems have several integration and interoperability issues
such as:

-   Different types of devices unable to operate on the same
    communications channel

-   Software system updates as new devices are added

-   Proprietary protocols or device configuration information

-   The inability to effectively exchange information among public and
    private agencies supporting ATIS and other transportation functions

To ensure these needs are met and all subsystems are integrated and
interoperable, as much as possible, standards are being developed. There
are three primary categories of ATIS standards being researched and
developed: (1) communication standards; (2) data dictionary elements
(objects); and (3) message sets. The purpose of the standards
development process is to:

-   Increase design flexibility and choices for operating transportation
    agencies

-   Enhance interoperability and coordination

-   Remove proprietary barriers

-   Allow different types of devices and enabling software from
    different vendors to be mixed within the same system at minimal
    integration life cycle costs

For the most part, agencies and industry participants have embraced this
approach and are contributing to its success.

The overall standards process is a multi-part endeavor:

(1) Identifying the standards to be defined

(2) Defining the standards

(3) Testing/verifying the standards

(4) Maintaining the standards

(5) Training in the standards

(6) Communicating/outreach on the standards

Most of the effort to date has focused on the needs and definition of
standards. More than 100 standards have been identified and developed to
varying degrees of completion. For traveler information, a variety of
standards have been defined and are under development, including the
following key elements:

-   Vehicle Location Referencing Standards

-   In-Vehicle Message Priority Sets

-   The message set for Traveler Information Systems

-   Data Dictionary Standards

-   The Traffic Management Data Dictionary

-   NTCIP-Compliant Dynamic Message Signs

-   Many others[^18]

Comprehensive testing of the standards is a process that is just
beginning.

##### Communication Standards

The National Transportation Communications for Intelligent
Transportation System (ITS) Protocol (NTCIP) is a family of standards
that provides both the rules for communicating (called protocols) and
the vocabulary (called objects) necessary to allow electronic
transportation control equipment from different manufacturers to operate
with each other as a systemError: Reference source not found. These are
open, industry-based standards that make it possible for ATIS and other
ITS services from multiple vendors to exchange information using a
common communications interface. The NTCIP is a five-layer model
developed, in part, on the Open Systems Interconnection (OSI) 7-layer
concept[^19]. There are a variety of NTCIP standards pertaining to the
level and interface within or across levels. The NTCIP is the first set
of standards for the transportation industry that allows transportation
management and control systems to be built using a \"mix and match\"
approach with equipment from different manufacturers. Therefore, NTCIP
standards reduce the need for reliance on specific equipment vendors,
customized one-of-a-kind software, and costly interface management.
NTCIP is a joint product of the National Electronics Manufacturers
Association (NEMA), the American Association of State Highway and
Transportation Officials (AASHTO), and the Institute of Transportation
Engineers (ITE).

The NTCIP defines two major types of communications, both of which are
important to ATIS:

-   Communications between a management center and field devices
    (Center-to-Field -- C2F)

-   Communications between two or more management centers
    (Center-to-Center -- C2C) as well as units within the same
    agency[^20]

C2F communications may involve commands to field devices or the receipt
of data from field devices, such as polled roadway loop sensors or CCTV
images. C2C communications enables information exchange about signal
status, incident/event notification, image sharing (CCTVs), and regional
traffic control (major event traffic diversion control and
implementation).

##### Data Object and Message Set Standards

Of particular concern to ATIS are the information-level and
applications-level standards that address center-to center
communications, since traveler information usually does not reside at
one center (or database) location (e.g., roadway, transit, weather). A
variety of standardized data elements (objects) and message sets
supporting ATIS have been developed. Message sets are common terms and
definitions for ATIS data used to disseminate ATIS information. In a
simple analogy, message sets are the sentences whereas the data elements
are the individual words. The standards supporting ATIS functions and
services include:

-   ATIS Data Dictionary, which provides the definition and syntax of
    individual data elements that make up the specific message content
    of a message. SAE J2353, Advanced Traveler Information Systems
    (ATIS) Data Dictionary, defines the data elements for ATIS messages
    and was approved in August 2000.

-   ATIS Message Sets, which provides the messages that are exchanged
    among information providers, traffic management centers, and other
    ITS centers. SAE J2354, Advanced Traveler Information Systems (ATIS)
    Message Sets was approved in October 2000.

-   Traffic Management Data Dictionary developed by ITE, which supports
    C2C information exchanges, is under review and comment.

-   Message Sets for External Traffic Management Center Communications
    (MS/ETMCC).

-   Incident Management standards, which are being co-developed by NEMA
    and IEEE, are being developed.

-   Roadway Weather Information System (RWIS) data and message sets are
    being developed for siting and calibration needs, as well as
    communications[^21].

At the applications level, six protocols have been proposed and
standardized by NTCIP. These include Common Object Request Broker
Architecture (CORBA[^22]), DATa Exchange in Abstract Syntax Notation One
(DATEX-ASN.1), Simple Network Management Protocol (SNMP), Simple
Transportation Management Protocol (STMP), File Transfer Protocol (FTP),
and Trivial File Transfer Protocol (TFTP). CORBA and DATEX-ASN.1[^23]
are suitable for C2C communications whereas SNMP and STMP are more
appropriate for C2F. FTP and TFTP can be used to retrieve server files
when a client receives a file transfer request. With the exception of
STMP and DATEX-ASN.1, all application protocols exist and are widely
accepted industrial standards for the application layer.

##### Metadata Standards

In an increasingly distributed computing and communication environment,
it will be necessary to define content description standards or metadata
standards of complex, multi-layered, time-depending data streams. A
metadata model specifies an application\'s object, structure and content
and conveys information about the application\'s elements thereby
enabling reasoning about the data and the metadata. A variety of
approaches are emerging on metadata definitions including the Resource
Description Framework (RDF) Schema. Extensible Markup Language
(XML)[^24], Document-type Definitions (DTDs), Document Content
Description (DCD), MPEG-7, and Schema for Object-Oriented XML (SOX). The
ATIS developments in Seattle have been employing self-describing data
(SDD) techniques since the mid-1990s[^25].

#### Data Fusion Methods and Approaches

The data fusion field has been in existence for about 20 years.
Consequently, some of the methods and techniques applied in data fusion
work draw heavily from other disciplines and fields of study and
application. The arena of data fusion is best captured in the following
figure. As illustrated in Figure 3-7, a number of disciplines, areas of
study, and techniques contribute to the data fusion.

![](media/image5.wmf){width="5.375in" height="3.1805555555555554in"}

[]{#__RefHeading___Toc41988383 .anchor}Figure 3‑7 Data Fusion Draws From
And Contributes To A Number of Overlapping Disciplines[^26]

-   Data mining is the nontrivial discovery of meaningful new
    correlations, patterns, and trends and the extraction of implicit,
    previously unknown, and potentially useful information from large
    amounts of data. By applying sophisticated software tools, an
    analyst is able to infer rules from among data objects that can be
    used to predict future states or guide decision-making. Data mining
    methods represent one of several techniques for developing some of
    the parameters needed by more advanced data fusion algorithms, such
    as knowledge-based systems or intelligent agent functions, which are
    discussed below.

-   Estimation refers to the use of methods to infer information or
    define parameters about a general population based on a limited set
    of observations about the population. Estimation methods usually are
    based on principles of sampling theory and include metrics for the
    accuracy of estimation.

-   Sensor Management refers to the range of activities to ensure sensor
    data is formatted and processed in a timely and accurate manner as
    needed by the data fusion subsystems, as well as possibly
    controlling the sensor operations[^27] and adjusting the data
    processing in order to improve estimation and prediction of selected
    objects.

-   Correlation refers to the degree of relationship among two or more
    variables.

-   Tracking refers to the temporal and geospatial location of objects.
    The tracking of objects involves a number of factors including
    uncertainty in position location, management of multiple
    measurements for the same object, database organization, and
    scalability.

ATIS data fusion development can be categorized between data-centric
activities and model-centric activities. Data-centric systems typically
analyze large pools of data found in the host agencies databases and may
be augmented by external data sources. The analysis and fusing of the
data is typically a well-structured problem and involves the timely
collection, processing, storing of information at proper locations
(e.g., data warehouses), and disseminating ("pushing") the information
based on the ATIS system design or subscriber services. Data elements
can be part of an object-oriented or relational database management
system. Model-centric systems are heavily based on algorithms that
employ some form of reasoning to assess a current situation and to
provide forecasts or estimates. A model-centric system may draw on the
data-centric information to make informed estimates of patterns, trends,
and "what if" types of situations. For ATIS applications, these
estimates may include a variety of topics, including a forecast of
network clearance times given the current depiction of an event or the
estimated changes in historic mean speeds on highways when rain is
occurring at a certain pace and time of day. Figure 3-3 illustrates the
general distinction between data-centric and model-centric ATIS data
fusion functions. Current ATIS systems tend to be data-centric.

The technology and methodologies used in data fusion are rapidly
evolving in a variety of fields, including military applications,
medical diagnosis, and industrial process controls/operations. With
distributed database systems and the rapid generation of data that may
support ATIS functions, renewed interest in data fusion methods has
emerged. Current research is focusing on the development of new or
improved algorithms and the assembly of techniques into an overarching
framework and architecture that addresses a data fusion project's needs.
An overarching framework also assists in comparing findings from related
fields (e.g., correlation and tracking analysis, while extending studies
into unresolved areas).

  ----------------------- ----------------------- -----------------------
  **ATIS Service          **Primary Data Fusion   **Data Fusion
  Interests**             Activity**              Characteristic**

  Pre-Trip and Broadcast                          
  Traveler Information                            

                          Data Retrieval          

  Interactive Traveler                            Data-Centric
  Information                                     

                          Data Analysis           

  Dynamic Route Guidance                          

  In-Vehicle Signing      Simulation              

                                                  Model-Centric

  ISP-Based Guidance                              

                          Suggestion              
  ----------------------- ----------------------- -----------------------

[]{#__RefHeading___Toc41988384 .anchor}Figure 3‑8 Data Centric and
Model-Centric ATIS Data Fusion Activities

### ATIS Information Uses

The uses of ATIS information have received the most attention and
discussion. Early studies focused on the range of information services
that may appeal to users for both pre-trip and en-route circumstances.
Later attention focused on the various means for distributing the
information. As experience with ATIS deployments continued, subsequent
studies and reports examined the various business models and users'
demand for ATIS services. Convergence in communication systems and
in-vehicle technologies brought renewed focus to the telematics field,
which offers insights into IVN performance, system design and
implementation, as well as estimates of market demand and price points
for various services.

#### Information Services for Pre-Trip Needs

Most pre-trip information systems are demonstrations of individual
technologies or configurations of technologies that provide pre-trip
information to a wide-range of users, based on their requests and
actions. Given the relatively static nature of pre-trip information,
agencies or service providers are able to organize the traveler
information using Commercial-Of-The-Shelf (COTS) software (with minor
modifications) and distribution methods, e.g., an agency's web page,
e-mail address, telephonic voice message tree, and PDAs. The pre-trip
information is assembled into useful information services ("packages")
based on expert judgments, feedback from users, and the evolutionary
refinement of the business models, e.g., adding desired features based
on budget cycles, service demands, the cost/value ratio of
implementation. The primary challenges for pre-trip ATIS are the need to
keep timely and accurate information in databases (especially timely
information across jurisdictions), the operation and maintenance of the
dissemination technologies (e.g., modem-connections to devices, updates
to voice messages and/or recognition software to offer schedule
information, web-page updates). During the initial trials of deploying
traveler information websites, some agencies were not able to handle the
volume of requests and consequently, potential users were turned away
due to unacceptable delays in response time. These issues have been
largely overcome with enhanced network sizing, planning, rapidly
declining equipment costs, and improved processing speeds for web
servers.

#### Information Services for En-Route Needs

En-route information services typically provide travelers with a variety
of real-time traffic conditions, incidents, construction, weather, and
transit schedules/operations.

Currently, many state agencies collect and process data to yield some
form of traffic conditions, usually average speeds or camera images
associated with selected highway segments. Typically this information is
centrally assembled and analyzed at a data warehouse or traffic
management center, where co-location with law enforcement and/or agency
maintenance personnel may also enhance the information regarding the
scope, location, accuracy, and timeliness of the highway or network
conditions. The co-location of these supporting services usually allows
for more rapid detecting, tracking, and promulgating of time-sensitive
information about incidents, roadway construction, or closures to ATIS
users[^28]. Some of the primary issues for en-route information services
are the extent of the network coverage (sensor spacing/location as well
as type of roadway \-- highways, but not usually adjacent or key
arterials), accuracy and availability of the data within and across
jurisdictions, and timeliness of the data[^29].

Value-added information about roadway conditions may also be generated
by a third-party Information Service Provider (ISP) who further refines
and augments basic network conditions by providing enhanced estimates of
travel times or delays, suggested routes or navigation information based
on forecasted roadway conditions, pre-trip advice/planning based on
current network conditions, and other services. Third-party information
providers may use additional data collection methods, such as aerial
surveillance and probe vehicles[^30] or capture information from
travelers, passively through ancillary location detection via cellular
phone calls[^31] or actively through direct reports of events to a TMC,
emergency number, or local radio station. This enhanced information may
be provided for little or no cost through commercial radio broadcasts or
on a fee-for-service basis.

Turn-by-turn route guidance, usually with voice or tone prompts, is
another form of ATIS that has received generally favorable support and
use. These systems are undergoing additional enhancements through the
use of better display maps, faster in-vehicle processing and response
time, GPS equipment offering better accuracy and signal reception, and
experimental voice-activated commands to meet "hands-free" driver
requirements. These product improvements are driven by a combination of
cost-effective technological enhancements drawn from other industries
and favorable value/cost ratios based on user feedback and preferences.
The rental car industry is one of the primary providers of these ATIS
services, starting with the initial Travtek project[^32].

En-route transit services are beginning to offer expanded information on
transfers and bus/rail connections, arrival and departure times at
designated stops, and space availability at "park-n-ride" lots. These
enhancements are typically the result of combining market proven
technologies into a new "package" of ATIS services. For example, with
the recent California certification of BART's automatic vehicle control
system, even greater precision in the geo-location of vehicles through
dedicated wireless networks will be possible, enhancing general
operations and specifically the accuracy, reliability, data quality, and
timeliness of arrival and departure information.

#### Users' Demand for ATIS

Almost all ATIS users appear to be employed commuters with the highest
usage during peak commuting hours[^33]. Users generally react favorably
to having the choice of receiving accurate, real-time traveler
information. In general, four factors influence the level of use or
demand for ATIS services:

-   Regional traffic context. The primary users for ATIS come from
    highly congested regions with limited build-out options, constrained
    route possibilities, and frequent traffic events due to incidents,
    weather, unexpected roadways repairs, etc. Accurate, regionally
    oriented, timely message formulations for ATIS users are critical.

-   Quality of the ATIS service. Users are interested in the accuracy,
    reliability, timeliness, portability, and value/cost ratio of the
    ATIS information. These factors influence the level of confidence
    and how frequently an ATIS service would be consulted.

-   Individual travel or trip characteristics. Trip length, particular
    routes or choices, departure time flexibility, and alternative mode
    choices influence the demand for ATIS.

-   Characteristics of the traveler. Factors such as user awareness of
    available ATIS services, potential use patterns, responses to
    services provided, human-machine interface design, and valuation
    influence to varying degrees the demand for and types of services
    needed or requested.

Focused research on ATIS users' needs has been building for the past
8-10 years and is still on going. While these four factors indicate the
extent to which users will consume ATIS services, much more work is
needed to understand such quantitative and qualitative factors as
desired products/services, users' needs for timeliness, accuracy or
reliability, and the user's "willingness to pay" or price breakpoints.
These users' needs, in turn, help system developers establish technical
requirements and their relative priorities in the ATIS system and among
subsystems.

#### Dissemination of ATIS Information

The primary means of disseminating traveler information has been through
audio (telephone, radio broadcasts, etc.) or video means (CCTV, CATV,
broadcast TV, web-based services, etc.). The specific means and methods
have largely been imported from developments in other industries.

Websites have been one of the most common means used by ATIS service
providers of disseminating traveler information. Most of the website
development is done under agency direction using their preferred web
development standards. Consequently, there are no standard formats,
metadata, or descriptors established for the websites[^34]. While
languages such as HTML and XML provide for document definition
techniques, the implementation of the websites do not necessarily follow
a standard format or set of techniques. Consequently, web-based data
mining and data parsing is usually conducted on a case-by-case basis. As
webpage formats change, adjustment in parsing, mining, and capturing
techniques are usually required. Recent advances have employed machine
learning approaches to effectively parse and output in XML formats the
content of a web site[^35].

#### Telematics 

Telematics refers to automotive-grade electronics and communications
systems to make vehicles operate smarter, safer, simpler and more
synchronized with their environment. Telematics can assist with
location-based services, entertainment, navigation, concierge services,
and emergency needs. Telematic components include a variety of
technologies and processes, including GPS technology, radio frequency
communication subsystems, embedded computing to monitor vehicle
performance (mechanical, electrical, driving behavior, road conditions),
on-board devices for display (flat panel displays, audio systems) and
capturing information (hands-free operations, voice-activated commands).
The telematics industry offers a variety of services, including
identification/location, navigation, entertainment, personal safety and
security. A subset of these services may use ATIS data sources and
information.

Telematics is an evolving industry. There are an estimated two million
vehicles with some level of ATIS telematics capability installed,
however these estimates are difficult to verify since automobile
manufacturers rarely publish information about their telematic sales and
after-sale service agreements[^36]. Companies are experimenting with a
variety of business models to determine consumer preferences.
Technically, telematics evolution will progress based on the
establishment of industry standards and the use of cost-effective
hardware and software components appropriate for automobile/truck/bus
use[^37]. Some standards for in-vehicle communications protocols have
been established (e.g., in-vehicle data bus (IDB) standards), however
others are still working through the standards development
organizations, such as common incident message sets and
roadside-to-vehicle protocols.

### Legal/Institutional Issues

Many agencies use their own data to provide basic traveler information
(e.g., average roadway speeds, roadway images for local broadcast
television, transit schedules). The initial legal concerns about tort
liability (distributed information that is false, inaccurate, or
unreliable resulting in an accident or damages) have been addressed by
developing disclaimers of liability and the use of warranty conditions.
Liability also has been addressed through the use of third-party state
universities who collect and distribute the information under
research-based agreements, which minimize the potential for claims.

Recent research work has focused on data sharing, specifically how the
public and private sectors deal with data ownership and sharing, and
examines policies aimed at facilitating data sharing and ultimately
improving the quality and quantity of information that reaches
travelers[^38]. Even though their motives are typically different,
public agencies and private sector organizations are both active
participants in the use of traveler information as a transportation
management tool. A major finding was that agencies that have data to
share protect their interests by placing restrictions on access to data,
but firms generally do not find these conditions to be onerous. Almost
all agencies provide information directly to the public with VMS, HAR,
kiosks, and interactive voice response telephones. Although agency data
are a fundamental source, private providers generally need to enhance
public data before they are marketable. The most common types of
augmented information include traffic and road conditions, incident
information, and planned construction information. Transit data are
generally less useful to private providers, and only a third of them
report transit delay information. When new equipment and operating
expenses were required, the primary beneficiary incurred the
expenses[^39]. Finally, two or more conditions on data access were
observed, the most frequent condition being an acknowledgement of the
agency as the source of the data when distributed to the public (e.g., a
logo on an image or a statement such as "this information brought to you
courtesy of 'agency' ...").

### Site-Specific Evaluations

A number of evaluations of ATIS services have been conducted, either as
stand-alone systems or as part of a larger evaluation effort. Two major
sources of evaluation are the Field Operational Tests (FOT) evaluations
of ATIS and the Metropolitan Model Deployment Initiatives (MMDI)
assessments. Verifiable private sector assessments were not available.
Three representative ATIS studies are summarized since they provide
insights into operational issues that affect ATIS data fusion system
design and operation.

An FOT cross-cutting evaluation of ATIS was conducted in 1998[^40]. The
primary conclusion was the users value traveler information, but usage
will depend on a variety of factors such as awareness of service,
information reliability, timeliness, accuracy, and user cost. At the
time of the FOT study, key issues concerned legal liability, improved
business models for partnering, expectations for agency-partner
performance, quality in a quasi-private business enterprise, and market
research into users' preferences. Some of these concerns have been
investigated further or since resolved.

The MMDI evaluations were multi-purpose evaluations to assess the
deployment and efficacy of ITS. Certain studies focused on ATIS, such as
those in Seattle and San Antonio. In Seattle, the evaluation focused on
traveler use of the Washington State Department of Transportation
(WSDOT) traveler information web site in Seattle and the greater Puget
Sound area[^41]. The objective of this web-use analysis was to better
understand preferences for traveler information, the usage levels at the
MMDI site areas for information provided through the Internet, the
potential for reaching the traveling public via the Internet, and the
patterning of use of traveler information. Findings indicated the WSDOT
traffic conditions web page is very popular with travelers in the
Seattle area and is one of the most heavily used traffic information web
sites in the nation. Unusually congested traffic, caused by severe
weather or incidents, prompts significant "spikes" in usage of the web
site, indicating substantial latent demand for real-time traffic
information. The CCTV image pages were heavily frequented. The daily
patterns of use clearly indicate heaviest usage during the afternoon
commute peak period.

In San Antonio, the MMDI evaluation of the Transguide system reported
the most effective stand-alone ATIS implementation was the incident
management component[^42]. The ATIS system utilized kiosks and a web
site as the primary means for disseminating information. The kiosks had
several functional problems and location/placement concerns, thus they
were less unlikely to be used by travelers. The web site evaluation
indicated substantial use of the site, especially for the real-time
weather and traffic/roadway conditions. Overall, the pre-trip and
real-time ATIS services indicated they could help reduce delay, crash
risk, and fuel consumption.

Discussion with operators and planners at six public ATIS sites were
conducted. The sites included Seattle, San Francisco, Los Angeles,
Houston, the I-95 Corridor Coalition (Virginia/Maryland
representatives), Hampton Roads---Smart Travel Center/I-81 area, and
Transcom.

General observations from these discussions include the following:

-   The primary sources of real-time data are the loop detection system,
    CCTVs, video imaging detectors, tollgates, reports from law
    enforcement or agency patrols, weather-sensing stations, other
    operations centers (transit, bridge-tunnel authorities) or
    travelers. In general, data is collected in the following
    categories: traffic (speed, volume, congestion, lane occupancy, road
    conditions, weather, parking); incidents and emergency management
    (accidents, special event, road closure, construction schedule);
    transit (metro schedule, fares, intermodal connection); and other
    more customized special services including ride-sharing, location
    and navigation information.

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-   Data is almost always gathered at a central location, processed, and
    then distributed. Any data fusion activity is centrally based.

-   Data fusion activities are either manually performed by layering
    data over maps or combining information through human judgments
    (e.g., a human operator verifies a reported incident and defines
    subsequent actions). The resulting assessment and actions are
    usually monitored or confirmed by an operations "chief" and posted
    for dissemination as a verbal report, web-site update, or DMS
    display. Only when using a self-contained system, such as with a GIS
    or CAD system, was a more automated data fusion approach possible,
    primarily through relatively simple geo-spatial and temporal
    alignment algorithms. Most GIS and CAD systems manipulate
    proprietary data sets and so interoperability and exchangeability of
    data is complicated[^43]. One agency has five different GIS systems
    used throughout the agency, each of which would be valuable to ATIS
    services. However, automated cross-referencing in a cost effective
    and timely manner across the five systems is not possible.

-   The most frequently cited reason for insufficient data quality is
    inadequate geographical coverage. This arises mainly from incomplete
    data collection in metropolitan areas with multiple jurisdictions
    with incompatible data sources, ITS, or ATIS system within each
    area.

-   The extent of archived data to be used, especially for travel time
    estimates, has not been well defined. Both real-time and archived
    data are important for travel time estimation. Techniques for using
    this information have been left to research universities or other
    interested individuals. While most agencies are not out of data
    storage space, the cost of archiving may eventually impose
    limitations on archival and timely retrieval capabilities.

-   An increasing number of ATIS services have incorporated GPS
    functions. There has been an emerging common practice of using
    Location References Management System (LRMS) to incorporate GPS
    functions into ATIS services. In terms of incorporating GIS
    functions, achieving interoperability (interchangeability) is more
    complicated, because there are already many GIS products in various
    formats and existing practices.

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-   Data quality is assessed primarily by informal or heuristic judgment
    methods. The extent of the assessment is in reaction to the
    identification of outliers or obvious errors. Some quality check
    functions are embedded in the process (hardware/software), but there
    is still no common approach or organizational discipline to
    establish data quality rules. Data collected through some loop
    systems did provide metadata, which offer the means of assessing
    rudimentary single loop performance (e.g., recent calibration, false
    signal alarms, equipment self-reports).

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-   Data is shared through third-party partners or lead agencies that
    have the consent of the other partners. No fee is usually charged,
    but acknowledgement of the source is required.

-   Agencies are migrating to the use of the NTCIP and associated
    standards, but will likely phase in their use based on industry
    acceptance and agency confidence in their usefulness and longevity.

-   Many 511 systems are beginning operations. Insufficient data was
    available to make an informed systemic assessment.

As mentioned earlier, these sites were selected primarily because of
their advanced planning and operation of ATIS services. Not all
observations pertain to all sites and so it would be inappropriate to
attempt to generalize these findings.

## Key Findings and Implications for ATIS Data Fusion Development

There is a general awareness in the ATIS community of data fusion
function and purpose. The awareness is due to the promulgation of
National ITS architecture materials and specific ATIS presentations.
Within the ATIS community there are multiple interpretations of data
fusion and what can be achieved. One perspective is a relatively
simplistic view and follows the data-centric model, e.g., primarily data
alignment processing through templates or common referencing methods,
with limited data analysis. Another perspective is a more sophisticated,
model-centric view of the opportunities to combine data from a
wide-range of data sources and then apply association and estimation
techniques to meet a large set of ATIS user needs.

Data fusion is used primarily at public agencies to perform spatial or
temporal alignment of input data. The data alignment and transformation
issues can be addressed through proper system design and application of
proven techniques. Third-party ISPs typically augment the public data,
provide some form of value-added service, and offer it through a variety
of mediums to fee-paying ATIS subscribers. The value-added services
include greater network coverage, more frequent updates of network
conditions, cross-platform compatibility and functionality for sending
or receiving traveler information, and enhanced cross-referencing of
complementary data/information sources, such as better maps and weather
information. Some public ATIS service providers are interested in the
development of data fusion methods, but do not perceive them as critical
for their role in ATIS service delivery at this time. Moreover, public
agencies would prefer a system-level proof of concept from another
agency (reliable, durable, accurate, value/cost assessment) before
embarking on more extensive data fusion projects.

Some of the challenges for ATIS data fusion development include:

-   For ISPs, uncertainty in the ATIS business models and potential
    benefits, including:

    -   Data access issues, which three to five years ago were issues
        between public agencies and third parties, have been largely
        resolved.

    -   Sensor coverage (primarily inductive loops, CCTVs) and
        reliability does not allow for more sophisticated travel time
        predictions or network status, which potential customers may
        desire;

-   Certain algorithms require probabilistic or other sophisticated
    parameters or estimates, which would need to be calculated or
    estimated by humans. The alternative is to keep a
    "person-in-the-loop" at key decision points in the overall
    processing of traveler information;

-   Uncertainty in the subsystems and system-wide performance based on
    the emerging standards--NTCIP, data objects and message set
    development status (ATIS, TMDD, RWIS, etc.);

-   Data fusion techniques exist but need adaptation to the ATIS field
    and sharing of performance across with the community;

-   Model-centric data fusion relies on higher-order problem solving
    forms (reasoning with uncertainty types of problems) which are
    highly context-dependent, potentially unstable, and not easily
    generalizable; and

-   ATIS systems are not typically developed as stand-alone systems and
    therefore co-exist and are influenced by other system architecture
    design and goals such as a freeway management system. Consequently,
    ATIS issues involve the relative priorities placed by agencies on
    ATIS goals vis-à-vis other ITS subsystem goals, the need for
    real-time processing capabilities to meet ATIS outcomes, the extent
    of the network sensor coverage required to achieve ATIS performance
    goals versus other ITS subsystem goals, and the means of defining,
    calibrating, and improving data quality in a systematic manner.

## Section 3 References

# Data Fusion Framework for ATIS Analysis and Implementation

The purpose of establishing a data fusion framework is to provide a
functional model for use by a diverse set of individuals or communities
interested in ATIS. Working from a common framework, interested
individuals would be more inclined to coordinate and collaborate across
disciplines and expertise. A functional ATIS data fusion model also
facilitates user understanding and communication, permits comparison and
integration across disciplines, promotes expandability, modularity, and
reusability, and offers cost-effective systems engineering and systems
development insights.

This section presents an adaptation of a Defense Department data fusion
model to the ATIS context. The first part defines the key functions and
multi-level (or phased) features of the model as well as methods and
processing techniques appropriate to each level[^44]. The discussion
presents a combination of data-centric and model-centric methods for
advancing ATIS data fusion. The second part presents a review of
possible fusion architectures with an emphasis on ATIS communication
configurations and qualitative performance tradeoffs. The final section
focuses on data quality assessment and management, although data quality
implications are noted throughout this section.

## Key Functions To Be Performed In An ATIS Data Fusion System

Section 3 introduced a simplified, three-part model to enable a general
review of ATIS studies and discuss the supporting role of data fusion.
That model depicted data sources, data processing, and data/information
uses (outputs) as the three key functions. To advance the applicability
of ATIS data fusion, an expanded model of these functions is desirable.
It was noted that ATIS data fusion is evolving from a data-centric
practice to more model-centric features in order to meet users' needs.
The model-centric features will require a broad range of data fusion
functions, which when properly combined, can help meet the users' needs.
Moreover, new and emerging technologies will provide alternative and
unforeseen means of supporting data fusion. A more generalized model can
assist in incorporating these innovations. Finally, an industry-defined
set of data fusion functions allows planners and developers to draw on
the experience and ideas from affiliated data fusion applications.

The major data fusion functions, in support of ATIS, can be established
as^2^:

-   Alignment of sensor data to a common reference of time and space (or
    reference frame).

-   Association between measurements or observable data collected from
    different sensors and tracks[^45] to determine candidates for
    correlation processes.

-   Correlation of tracks and the measurement data to improve detection,
    classification, and tracking of objects of interest. Objects of
    interest may include vehicles, temperature, incident images, transit
    vehicle locations, and similar objects which, when combined, will
    provide a more complete representation of the transportation system.

-   Classification of the track data sets to determine object type,
    situation/network description, and impact assessments.

-   Estimation or prediction of an object\'s future position or
    representation.

-   Regulation and synchronization of data processing functions to
    manage the feedback of threshold levels, perform periodic
    self-diagnostics, coordinate integrated timing, and monitor data
    communications.

While listed individually, these key functions work in a concerted
manner to support the goals and purpose of a data fusion system. For
example, regulation and synchronization of data processing functions is
a continuous, crosscutting activity. Other functions pertain only to
specific data collection or object identification requirements. A
functional model can be used to place these key functions into a
hierarchical arrangement that support the basic purpose of data fusion,
namely to combine data to estimate or predict the state of some aspect
of the surface transportation world.

##  Data Fusion Model Applicable to ATIS

The model developed by the JDL[^46] (Joint Directors of Laboratories)
has been selected for adaptation and refinement for the ATIS community
for two reasons. First its functional representation is consistent with
National and Regional ITS Architecture principles, guidance, and
practices. Second, it is the most widely used model in the data fusion
research and development communities. The JDL model is a multi-level,
general framework allowing for attention and refinement of key system
elements, such as objects, situations, and processes. Figure 4-1 depicts
the ATIS data fusion model, with the following discussion highlighting
general definitions and functions pertinent to ATIS.

![](media/image6.wmf){width="6.951388888888889in"
height="2.404166666666667in"}

[]{#__RefHeading___Toc41988385 .anchor}Figure 4‑9 A Data Fusion Model
Applicable to ATIS

On the left, the model depicts input data received from multiple sources
and/or sensors. Typical sources include roadway sensors (loops, cameras,
infrared or microwave detectors, etc.), network intelligence sources
such as probe vehicles (transit system AVLs or other private/public
sources, as available), and traffic control system data and historic
databases. Supportive ATIS information may include environmental
conditions (weather, topological data, etc.), roadway information
(as-built construction drawings, geometrics, etc.), historical data
about the ATIS users' preferences and system performance, other system
notifications (utility company information about nearby roadway repairs
via web-enabled intelligent agents), and condition reports or inferences
obtained from travelers through telephone calls, PDAs, e-mail
communications, etc. The scale or scope of this information may be drawn
from local, regional, national, or worldwide sources, depending on the
particular function and traveler information sought.

In general terms, the five levels in the model depict the major data
fusion activities, which are:

Level 0 **Source Pre-Processing**[:]{.underline} alignment and
estimation of signal-observable or object observable states (changes in
frequencies at a loop detector, pixel changes on a CCTV data set, etc.)
at the signal-level or pixel-data characterization.

Level 1 **Object Assessment**: estimation and prediction of entity
states (vehicle, building, pedestrian, temperature, wind speed, etc.) on
the basis of *observations* and source data from Level 0 and supporting
databases. Missing data are also addressed at this point, once proper
editing and alignment have occurred.

Level 2: **Situation Assessment**: estimation and prediction of an
ensemble state on the basis of *inferred relationships* among the
objects defined in Level 1.

Level 3: **Impact Assessment**: estimation and prediction of effects
based on situations of planned or predicted actions by others.

Level 4: **Process Refinement**: adaptive data acquisition, processing,
and management consistent with the overall purpose of the data fusion
system.

On the right, external interfaces allow for human-computer interface
(HCI) and the dissemination of data fusion results. The dissemination of
results may occur through public address systems, mass media,
Internet-based broadcasts, Internet Service Providers (ISPs), in-vehicle
communication subsystems, and/or various handheld (wireless) devices
such as telephones, PDAs, etc. The HCI also provides a means of making
queries of the data fusion model as well as monitoring/evaluating the
system performance through off-line observations and analysis.

Depending on the system design and objectives, the ATIS data fusion
processing at a level could encompass[^47]:

-   Level 0 \-- Processes input data from all appropriate sources,
    including real-time roadway sensor information, weather sensors,
    cellular telephone traffic, incident reports, etc. Level 0
    activities include data formatting, referencing, and/or normalizing
    as well as managing the scheduling and process management functions
    to ensure all input data is available at the same time for the next
    level of processing. Most of the activities in this level are
    concerned with signal processing, transmission, data storage, and
    process management activities as defined by the overall system
    architecture and goals. The effectiveness of data sharing and data
    quality will depend, in part, on the use of standards and protocols
    at Level 0. For example, standard XML schemas (or DOM-based
    approaches) will enhance the ability of Level 0 processing to parse
    and distribute elementary source data.

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-   Level 1 \-- Processes the refinement of the Level 0 data into object
    identification (what it is) and state estimation (where it is and
    when). Some of the Level 1 processing involves information with some
    uncertainty and so processes and techniques must be employed to
    improve on the estimation process. At other times, the certainty of
    the detection, classification, and estimation of the signal comes
    with high confidence and so a minimal amount of processing is needed
    to achieve an optimal identification or estimation. Level 0 and
    Level 1 activities converge when the data object are characterized
    and identified as signals or features. Not all Level 1 activities
    are necessarily automated as in the case of operators making a final
    determination on certain pattern recognition processes.

-   Level 2 \-- Processes merge the results of the Level 1 processing
    with information from other sources, including human-system
    interaction or databases. These sources may include weather reports,
    historical traffic patterns for key segments of roadways, GIS
    network data, and workzone locations. Level 2 fusion results in the
    estimation and prediction of the system state (levels of congestion,
    travel times on the defined network, micro-scale roadway weather
    status, and similar systems state descriptors) on the basis of
    inferred or absolute relationships. Level 2 processing may also
    identify the circumstances or situation causing the observed data
    and events, i.e., known workzone locations.

-   Level 3 \-- Processes are a subset of Level 2 activities. Level 2
    involves estimating and predicting all types of relational states,
    while Level 3 involves predicting specific relationships of interest
    between a specific object (vehicle or individual) and the
    environment. For example, Level 3 processing might assess
    multi-jurisdictional network traffic flow patterns and other data
    with respect to the likely occurrence of a quick-moving rainstorm
    through a particular area and the subsequent impacts on regional
    traffic flow. This assessment might then provide en-route guidance
    information to the ATIS user.

-   Level 4 \-- Processes are for planning and control, but not
    estimation. As such, Level 4 techniques involve assigning resources
    to tasks (operating system or database management controls),
    evaluating the need for additional data resources (storing and
    processing capacity and speeds), or modifying some of the process or
    system parameters.

Interrelationships among the three primary levels of data fusion
processing are illustrated in Figure 4-2. In this illustration, a
subgroup of sensors might represent real-time roadway loop induction
sensors, while the remaining sensors might represent weather data
gathered from nearby environment sensing stations. The Level 0 data
processing may occur i) simultaneously or at different times and ii)
centrally or in separate distributed processes and paths. For example,
ambient temperature detection and Level 0 processing (sensor signal
conversion to a data object/packet) may occur in the field, depending on
vendor equipment and system architecture. Polling of the environmental
data may occur every 60 minutes, whereas the polling of the loop sensors
may occur every 30 seconds. The sensed objects are combined in a Level 1
association process to confirm object identity, as needed, and provide
state estimation of the object, e.g., forecasted temperature for that
sensing location and surrounding area for the next several hours. Once
the object identity and state estimations are complete, the objects are
passed on for Level 2 and 3 processing.

![](media/image7.wmf){width="4.550694444444445in"
height="3.6680555555555556in"}

Figure 4-2 Relationships Among Data Fusion Processing at Levels 1, 2 and
3[^48]

The following subsections discuss the various techniques and suggested
guidelines associated with the five functional levels in the ATIS data
fusion model.

### Level 0 (Source) Processing and Techniques

The purpose of Level 0 processing is to transform data received from
multiple sensors into common spatial and temporal reference frames.

Raw data from mechanical, opto/electrical, or similar sensors usually
require some signal processing and refinement before using. Most vendors
provide firmware that allows for a variety of functions associated with
the signal processing and data alignment. Major activities include the
signal collection and digitization (as needed), local storage of the
digitized data, processing for levels of detection (thresholding or
gating), adjusting for false alarms, scaling or other adjustments based
on established calibration processes. Once the basic signal has been
normalized it is usually formatted for transmission as a data element or
group of data elements (including the definition of metadata),
interfaced with the communications subsystems, scheduled and/or released
for transmission based on the communications protocols and polling
requests. Specific data alignment functions could include coordinate
transformations (e.g., topocentric non-inertial references to geocentric
inertial coordinates), time transformations (e.g., mapping from reported
observations to actual physical events), and unit conversions. Depending
on the sensor and its application within an overall architecture, a
self-assessment procedure may also be part of the Level 0 processing.

The sensor accuracy requirements or specifications are usually
established by the overall ATIS service and system goals[^49]. A wide
range of factors can affect the measurement accuracy, including the
design of the sensor, its placement in the operating environment
(offsets, height, etc.), the conditions under which it operates
(weather, lighting conditions, etc.), and the life-cycle maintenance and
upkeep. Even if the raw data is properly processed and transmitted for
subsequent use, the usefulness in applying the data is dependent on the
overall system architecture and processing. For example, temperature
readings from an environmental sensing station may be captured by an
agency only for historical purposes and not provided except on an hourly
basis. But if ambient temperature readings, coupled with the potential
for roadway icing conditions in the vicinity of the sensing station,
were to be properly fused, the resulting decision could affect traveler
information, route selection, and safety.

Data quality is an important system performance characteristic at this
level, since data fusion methods will be only as good as the raw data
that is supplied. The data sensor quality is affected by a number of
parameters, including sensor specification, sensor locations, operating
environment, polling frequency, and signal processing. To enhance data
quality, some sensor subsystems are including metadata elements to aid
in qualifying the raw data quality. For example, in certain inductive
loop detectors, a set of metadata descriptors are provided by the sensor
that indicate not only the data format of the transmitted data, but
error checking information (indicating if the sensor working, if it has
been calibrated, etc.). This information can be further processed during
Level 1 and Level 4 activities to improve estimations. ATIS data
definitions and NTCIP standards provide technical guidance on Level 0
data quality, primarily from the transmission and communication
perspective.

The strategy for handling missing data should be established during the
design and calibration of the data fusion model since these are the
points at which an overview of all available data sources can be made to
determine the desired levels of data precision, reliability, and the
best data adjustment methods to minimize distortion and maximize the
usefulness of the substituted data. The approach for handling missing
data should satisfy four criteria: i) limit the biases caused by not
having a complete and accurate record; ii) contain an audit trail for
evaluation purposes in Level 4 activities; iii) ensure the
substituted/missing data values are internally consistent with the
overall design and intent of the data fusion system; and iv) be
objective and efficient. A range of missing data techniques is
available, such as substituting the last known value (from a time
series, for example), estimating the missing value with a parametric
model defined during the data fusion system design and calibration
phase, making an inquiry for the missing values through the
Human-Computer Interface, tagging substituted data values, or alerting
subsequent data processing functions to avoid calculations involving
this (non-critical) data element until the missing data is resolved.
These represent five common methods, but whichever method is selected,
it must be internally consistent, efficient, traceable, and objective.

Not all data may come from field sensors, as described above. For
example, an ATIS data fusion model may seek information from other
websites or ATIS users about network conditions or other data needed to
enhance the ATIS needs. In this case, data alignment and
protocols/standards become critical requirements.

### Level 1 (Object Assessment) Processing and Techniques

Level 1 processing is conducted to achieve two purposes: object
identification and state estimation of the object or its "track" (time
and changes in location or representation) The identification and state
estimation may occur simultaneously, however the following discussion
keeps the discussion separate for clarity. The outcome from Level 1
processing is a "situation statement" for each individual object, e.g.,
a vehicle object captured by a CCTV image, a digital phone record of a
cellular caller's report of an incident, or a temperature reading at a
specific milepost location.

Sensor outputs from Level 0 are available to various algorithms to help
estimate the object identify and its track. Level 0 signal data may
indicate vehicle occupancy over a loop sensor while Level 1 processing
helps confirm the presence of a vehicle and possibly its classification,
depending on the type of sensor. The degree of accuracy and performance
of Level 1 processing is established as part of the overall ATIS system
design and usually includes such design elements as the required sensor
quality (expressed within certain confidence levels, such 95% or 99%),
availability (overall system up-time is 95% or greater), and timeliness
(key object data is reported within seconds or minutes, as appropriate).

Implications for data quality at Level 1 can be delineated in terms of a
variety of metrics, such as positional accuracy, completeness, validity,
consistency, and timeliness. Positional sensor accuracy is based on
subsystem functioning of the sensor, the communication system, and the
processing of the sensor data, a sequential process that may cause a
cumulative degradation in data quality if any sub-element is defective
or performing poorly. So while a sensor may be functioning at a 99%
confidence interval, the processed data may only be 50% reliable due to
communication system faults, for example. Data completeness refers to
the percentage of Level 1 data fields that have values entered, namely
for which the data collection (Level 0) and assessment processes
(Level 1) successfully occurred. Data quality for completeness is
usually a "yes" or "no" indicator with a threshold established for the
required percent of completed data field[^50]. Validity refers to the
percent of data having values that fall within respective domains or
allowable values. As with data completeness, data validity is assessed
by means of an acceptable threshold of allowable values. Consistency
refers to the stability of the Level 1 assessment process and is usually
evaluated using the percent of matching values (within tolerances)
across data records. Timeliness refers to the extent at which the data
item is provided at the time required or specified by the data fusion
system. Level 4 functions of the data fusion model is able to monitor
and assess the timeliness of Levels 0 and 1 data quality through
exception reporting, data or process tagging, and other process
monitoring techniques.

#### Object Identification Methods at Level 1

For Level 1 identification purposes, objects are usually classified
hierarchically into one of four categories, as shown below in Figure
4-10[^51]. The purpose of the fusion processing at Level 1 -- object
identification -- is to estimate the object category based on the sensed
data.

The level and accuracy of the discrimination among the categories
depends on a number of factors including the type of sensor, the
resolution of the sensor, any a prior knowledge about this sensor (such
as bias, Mean Time Between Failure), and the signal-to-noise ratio at
the input to the sensor. Also, the object may be well defined and
identified if it comes from a "trusted" data source, e.g., a set of
roadway design specifications from an agency's database which have been
formatted, verified, and quality controlled. In this case, detailed
object identification activities are not required and the data object is
forwarded in support of other data fusion algorithms and activities.

+-----------+----------------------+----------------------------------+
|           | **Category**         | **Interpretation**               |
+-----------+----------------------+----------------------------------+
| > ***     | Detection            | Object is present                |
| Increased |                      |                                  |
| >         |                      |                                  |
| Knowledge |                      |                                  |
| > About   |                      |                                  |
| > The     |                      |                                  |
| >         |                      |                                  |
| Object*** |                      |                                  |
+-----------+----------------------+----------------------------------+
|           | Orientation          | Object may be described in gross |
|           |                      | geometric terms (symmetric or    |
|           |                      | asymmetric, thick or thin) and   |
|           |                      | orientation (up or down, high or |
|           |                      | low).                            |
+-----------+----------------------+----------------------------------+
|           | Classification       | Object class is matched (voice   |
|           |                      | pattern with a word, vehicle     |
|           |                      | classification, bushes, etc.)    |
+-----------+----------------------+----------------------------------+
|           | Identification       | Object is defined based on the   |
|           |                      | observer's knowledge (type of    |
|           |                      | bush, declaration of a           |
|           |                      | manufacturer/make of a vehicle,  |
|           |                      | temperature reading, etc.)       |
+-----------+----------------------+----------------------------------+

[]{#__RefHeading___Toc41988386 .anchor}Figure 4‑10 Levels Of Object
Identification

The major mathematical techniques to achieve object identification can
be grouped into three broad groups with corresponding subgroups:
physical models, feature-based models, and cognitive-based
models.[^52]^,^[^53] Figure 4-11 illustrates the range of major
techniques, with the subsequent discussion starting on the more
conventional and established state-of-the practice methods, followed by
newer, but feasible techniques.

+-------------------+---+-----------------------+---+----------------------+
| **Physical        |   | **Feature-Based       |   | **Cognitive-Based    |
| Models**          |   | Models**              |   | Models**             |
+-------------------+---+-----------------------+---+----------------------+
| -   Kalman        |   | -   Parametric        | - | -   Logical          |
|     Filtering     |   |     Techniques        |   |     Templates        |
|                   |   |                       |   |                      |
|                   |   |                       |   |                      |
+-------------------+---+-----------------------+---+----------------------+
| -   Maximum       |   | -   Non-Parametric    | - | -   Knowledge-Based  |
|     Likelihood    |   |     techniques        |   |     Expert Systems   |
|     estimators    |   |                       |   |                      |
|                   |   |                       |   |                      |
+-------------------+---+-----------------------+---+----------------------+
| -   Least Square  |   |                       | - | -   Fuzzy Set        |
|                   |   |                       |   |     Techniques       |
|    Approximations |   |                       |   |                      |
|                   |   |                       |   |                      |
+-------------------+---+-----------------------+---+----------------------+

[]{#__RefHeading___Toc41988387 .anchor}Figure 4‑11 The Major Techniques
Appropriate For ATIS Object Identification (Level 1)

#### Physical Models For Object Identification[^54]

Physical models take the sensor-observed data and estimate the identity
based on matching algorithms that compare modeled or
pre-determined/pre-stored object descriptors with the observed data.
Examples could include inductive loop sensor data as a function of
vehicle types, temperature, or height profile images. The estimation
techniques for physical models are primarily simulation and estimation
methods. Estimation processes, such as Kalman filtering, maximum
likelihood estimation, and least squares approximation, are
representative methods and can be considered state-of-the practice.

#### Feature-Based Methods For Object Identification

Feature-based inference techniques do not use physical models. Instead,
correlation is performed by mapping the observed data into an identity
declaration. Feature-based algorithms can be subdivided into parametric
and non-parametric or what Waltz and Llinas^3^ refer to as information
theoretic techniques.

-   **Parametric techniques**. The identification challenge is addressed
    by mapping (through estimation techniques) the parametric data
    directly into a declaration of identity. Parametric techniques
    require an explicit "measure of match", such as a least squares
    estimation. Parametric techniques include classical inference,
    Bayesian inference, Dempster-Shafer inference, and Generalized
    Evidence Processing.

    -   Classical inference starts with an assumed hypothesis and then
        seeks to determine the probability that an observation can be
        identified with or attributed to an object or event. Metrics
        associated with these techniques include determining confidence
        intervals, calculating sample size for a desired margin of
        error, conducting test for statistical significance, etc.
        Decision theory can be used to select among hypotheses. The
        major disadvantage with classical inferences for ATIS services
        is the collection of representative probability density function
        to assist in classifying the observation into a category. As
        multivariate calculations are proposed, the complexities in
        defining joint probability density functions increase
        substantially.

    -   Bayesian inference addresses some of the challenges of classical
        inferences. Classical inference allows for the calculation of an
        event probability based on a hypothesis. Bayesian inference
        provides a means of determining the probability of a hypothesis
        being true given the observed data. For example, Bayesian
        inference could answer an important question such as 'what is
        the likelihood a cellular caller can accurately verify the
        location of an incident given the history of incidents in that
        area?'. Multiple hypotheses can also be assessed.^5^ The
        drawbacks of the Bayesian inference technique include the
        challenge of defining prior likelihood functions and the
        complexities of disaggregating and estimating when there are
        multiple hypotheses and conditionally-dependent multiple events.

    -   The Dempster-Shafer (D-S) method is a generalized version of the
        Bayesian inference method for assessing propositions, i.e., that
        an object is in a category. Through its generalization, D-S can
        account for general uncertainty by distributing the required
        evidence (known as support) for a proposition between the
        proposition and the union of any propositions that include it.
        Any evidence that cannot be directly assigned to a proposition
        (or its opposite) is assigned to an uncertainty set. The support
        set and the uncertainty set make up the hypothesis space.
        Bayesian and D-S yield the same results when all the basic
        propositions are mutually exclusive and no support is assigned
        to the uncertainty set. The challenges of the D-S method include
        the formulation of the hypothesis, which can become complex with
        only a few variables, and the assignment of the degree of
        support for a proposition. Klein provides a more detailed
        example of the D-S application for ATIS[^55].

    -   Generalized Evidence Processing (GEP) uses evidence collected by
        multiple sensors and assigns a probability mass to the evidence,
        much like the D-S technique. GEP differs from D-S in that the
        probability mass assignments and their combination are based on
        the a priori conditional probability of the propositions or
        hypotheses^5^. GEP has a similar set of implementation
        challenges as D-S.

-   **Information theoretic (non-parametric) techniques**. The
    parametric techniques listed above incorporate an explicit
    stochastic aspect of the observed data into the calculations.
    Information theoretic techniques make no attempt to model stochastic
    features of the observed data during the process of object
    identification. The information theoretic techniques include
    parametric templates, artificial neural networks, cluster
    algorithms, voting methods, and Figures of Merit, pattern
    recognition, and correlation measures.

    -   Parametric templates are one of the most straightforward means
        of object identification. Sensor data, collected over a
        pre-determined period of time, are combined with other
        information sources to determine if they match pre-selected
        conditions and thereby identify an object. Parametric templates
        can be used for object/event detection, general situation
        assessment, or single object identification.

    -   Artificial neural networks are combined hardware or software
        subsystems that emulate the thinking processes that occur in
        biological nervous systems. The technique involves defining the
        various system states, establishing processes that map input
        data or stimuli into intermediate or output categories/identity
        states, and conducting sufficient training and initialization to
        allow the network to become sufficiently accurate and
        self-sustaining.

    -   Cluster algorithms take data elements and groups them into
        natural sets based on an association metric. The association
        metric is used to describe the closeness or nearness of fit
        among the data and the clusters. Association metrics may be
        spatially defined or statistically defined. The meanings of the
        clusters are usually the result of an expert or team providing
        an interpretation. In general, clustering algorithms and the
        interpretation of the clusters are subject to variability in the
        final object identification due to data preparation (scaling,
        data cleansing, etc.), the choice of association metric and
        algorithm, and possibly the order or sequence of the input data
        or sets. Hence, application of cluster methods must be judged on
        their overall effectiveness, post-assessment performance, and
        reliability to form consistent and meaningful object identity
        clusters^6^.

    -   Voting methods treat each sensor\'s data declaration as a vote
        in which majority, heuristic rules, plurality, weighted voting,
        or other forms of decision-tree rules may be applied to
        determine the final object identity. The challenges with voting
        methods are the training time and the declaration of the
        detection modes and desired confidence levels. Calibration is an
        iterative process in which the relation of detection and false
        alarm probabilities are assessed against desired identification
        confidence levels.

    -   Figures of Merit (FOM). Observations are compared with each
        identity category and with other observations. Because the
        observations can contain both parametric data (time, location,
        etc.) as well as non-parametric data (e.g., an identify
        declaration from a sensor), then a figure of merit is used to
        qualify the degree of association with the category. The FOM is
        a numerical measure of the confidence the two observations
        represents the same object/entity. Numerical measures are
        similar to the distance measures used in clustering algorithms,
        such as Euclidean or Mahalanobis. When working with
        alphanumerical data, a different approach is used, usually based
        on heuristic insights rather than more rigorous mathematical
        measures.

    -   Correlation measures are derived from the combinations of
        weighted figures of merit. Correlation measures allow for a
        comparison score or measure of correlation to be assessed across
        systems that have numerous figures of merit. Used in this
        fashion, the correlation measure represents the total likelihood
        that two objects/entities are the same.

    -   Pattern recognition is used for the description or
        classification of sensed data[^56]. Three primary approaches to
        pattern recognition are currently in use. First is statistical
        pattern recognition (sometimes referred to as a decision
        theoretic approach) in which a set of characteristic
        measurements or features is extracted from the input data and
        use to assign the set of features to one of several
        pre-determined classes. This technique assumes a class is
        pre-defined by an underlying statistical model that represents a
        state of nature, set of probabilities, or probability density
        functions to which the features can be matched or assigned.
        Second is syntactic pattern recognition (also referred to as
        structural modeling) in which the technique focuses on the
        relationships or interconnections among features in order to
        yield identity information. The structural similarity of
        patterns is assessed by quantifying and extracting structural
        information using, for example, the syntax of a formally defined
        language, e.g., digraph theory. Third is the artificial neural
        network approach applied to pattern recognition, which was
        discussed previously.

#### Cognitive-Based Methods For Object Identification

Cognitive-based models attempt to mimic the inference processes of human
analysts in recognizing object identity. The most widely used techniques
include logical templates, knowledge-based expert systems, and fuzzy set
theory.

-   Logical templates use a comparison process in which a predetermined
    and stored pattern is matched against observed data to infer the
    identity of the object. Logical templates are also useful in
    assessing the Level 1 position estimation (another key function in
    the Level 1 processing) as well as constructing an overall situation
    report (Level 2 processing). Templates can be developed for both
    parametric and non-parametric data. Identity can be established
    through Boolean relations as well as through relative measures of
    association. Semantic logic, which is an evolving field, may also be
    employed to assist with classification. Fuzzy logic can be applied
    to the pattern matching technique to account for a range of
    uncertainty in either the observed data or the logical relationships
    used to define a pattern.

-   Knowledge-based expert systems incorporate formal rules and other
    knowledge from experts, through a process of knowledge engineering,
    to automate the object identification process. Knowledge-based
    expert systems usually consist of five subsystems: a knowledge base
    that contains facts gleaned from one or more experts through
    carefully structured interviews and data collection processes;
    description of specific algorithms and a set of heuristic rules that
    reflect the processing steps of the expert(s) for the knowledge
    domain; a database; a control structure or inference engine; and a
    human-computer interface. The inference engine processes the data by
    searching the knowledge base, applying the facts, algorithms, and
    rules to the data, and suggesting a set of actions, usually
    presented at the human-computer interface. Completely automated
    knowledge-based systems involve decision-making among the set of
    actions without the use of the human-computer interface. Intelligent
    agents and genetic algorithms are typically considered to be
    subclasses of knowledge-based systems.

-   Fuzzy set theory and techniques. Fuzzy logic consists of a variety
    of concepts and techniques for representing and inferring knowledge
    that is imprecise, uncertain, and unreliable. Fuzzy logic can create
    rules that use approximate or subjective values and incomplete or
    ambiguous data or relationships. Application of this technique (at
    Level 1) will allow for a mapping of data or observations into
    appropriate identity categories. To apply fuzzy logic requires three
    subsystems: a definition of the fuzzy sets, the membership function
    (fuzzification), and a set of production rules that are represented
    in the form of If-Then rules. The logical processing using fuzzy set
    is known as fuzzy logic. Fuzzy sets incorporate vagueness into the
    production rules, since they can represent less precise linguistic
    terms (e.g., hot/cold, short/long, etc.). The production rules
    operate simultaneously and influence the output of association and
    category definition.

These techniques represent the more practical set of methods and
techniques for Level 1 object identification. There are additional
fields of study that are emerging, but these are still in the
development stages and include multiple criteria optimization, multiple
hypothesis testing using knowledge-based guidance, random set theory,
conditional algebra, and relational event algebra.

#### State Estimation Methods at Level 1

State estimation seeks to combine parametric data from multiple sensors
to obtain the most accurate estimate of an object's state and change of
state. The state estimation is achieved through a combination of
physical models (such as equations of motions or observational models)
and statistical assumptions about the observation process to match the
observed data to a state vector, a set of variables such as position and
velocity that can be used to predict future states ("tracks"). The
tracks are stored in a central track file for use in estimation of
subsequent state values. For ATIS, the primary areas of interest for
state estimation include vehicle tracking (velocity and position),
situations affecting traffic flow (incidents, workzones, ramp metering
performance, toll plaza/booth performance, etc.), overall roadway
conditions (mainline and arterial levels of performance), and weather
advisories. State estimation algorithms can be used at the level of the
sensors and/or in software utilized at traffic management centers or
other data collection and processing locations to make estimations.

Two broad categories of state estimation and tracking have been
identified^5,6^. The first category is based on a search direction
identified by the sensor (data) or object (target). The second category
is based on techniques needed to associate and correlate data and state
vectors.

-   Direction tracking systems can be either sensor driven or object
    driven. In sensor-driven systems, state estimation data associated
    with an observed object (e.g., a vehicle) are used to initiate a
    search through a track database for other tracks that can be
    associated with the state estimation data according to some level of
    confidence. Object-driven systems works somewhat in reverse by first
    identifying a primary tracking sensor (based on the track) and then
    managing other sensors to acquire data or search databases that can
    be associated with the track. Sensor-driven approaches are the most
    common ATIS data fusion method employed, since active sensor control
    may be difficult to achieve across institutional and operational
    jurisdictions.

-   Association and Correlation of Measurement Data and Tracks. The
    association and correlation of measurement data (e.g., position,
    velocity, temperature, etc.) and tracks from multisensor inputs
    ultimately create central track files with some prescribed level of
    confidence. In an ATIS data fusion system, it is desirable for each
    track file to represent a unique physical object, which has
    significant implications for database management.

> To construct this set of state estimation track files, a number of
> specific processing steps are required: data alignment; prediction or
> threshold gates; association metrics; data and track association;
> position and kinematic estimation; and attribute estimation.

-   Additional data alignment may be required at Level 1 to make
    transformations through spatial and temporal reference adjustments
    and coordinate system to ensure a common space-time reference for
    state estimation. Errors introduced by measurement inaccuracies,
    adjustments for levels of precision during coordinate
    transformations, and object "noise" can be accounted for (to some
    degree) during data alignment.

-   Prediction or threshold gates are used to eliminate or gate certain
    types of associations based on known properties or estimates of the
    object. For example, rapid acceleration of vehicles during a
    sampling and observation period may not be possible and gating would
    eliminate such associative considerations. The magnitude of the gate
    reflects the calculated or expected object state errors associated
    with the algorithms used to make the calculation.

-   Data association metrics quantify the similarity of the
    observations. A variety of standard mathematical measures are
    available, including Euclidian and Mahalanobis, or variations of
    those.

-   Data association occurs by applying appropriate metrics to compare
    tracks and measurement data. The data and track association
    technique is dictated by the type and associated complexity of the
    tracking problem (such as vehicular speed and temperature changes)
    as categorized by single object--single sensor, single
    object--multiple sensor, and so on. Some of the association
    techniques discussed in the object estimation discussion are
    applicable to state estimation, e.g., maximum likelihood estimation
    and Bayesian inference.

### Summary of Level 1 Methods 

The ATIS data fusion model is a non-trivial design challenge involving
not only the selection of appropriate methods and algorithms, but
careful attention and focus on the identification of the problem to be
resolved through data fusion. The specification of the data requirements
is but one component of this complex design process, which is discussed
further in Section 5.

The techniques listed for Level 1 data fusion require a variety of data
and information, all bound by the specific mission for which the data
fusion model is being developed. Data fusion techniques, such as
Bayesian inference or Dempster-Shafer require expert knowledge or
information from the data fusion system designer to define (or have
experts define) the appropriate a priori probabilities and likelihood
functions, the probability masses, and desired confidence levels.
Similarly, the use of fuzzy logic applications will require the designer
to develop the appropriate membership functions and production rules
based on a knowledge engineering and information extraction process.
Other algorithms, such as classical inference, knowledge-based rule
systems, and pattern recognition, also require the designer to assume
probability density functions, rules, or other parameters for their
operation. Implementation of these data fusion algorithms is thus
dependent on the expertise and knowledge of the data fusion system
designer, an understanding of the data fusion mission, a proper analysis
of the overall operational situation, and the types of information
provided by the sensor and other sources.

illustrates the relative qualitative merits of the Level 1 techniques.

  ----------------- ------------- ----------- --------------- ------------- -----------
                    Relative      Scalable    Computational   Maintenance   Cost to
                    Performance               Complexity                    Implement
                                              (Time)                        

  Parametric Based                                                          

  Classical         Excellent     Excellent   Excellent       Excellent     Excellent
  Inference                                                                 

  Bayesian          Good          Poor        Good            Poor          Poor
  Inference                                                                 

  Dempster-Shafer   Good          Poor        Good            Poor          Poor

  GEP               Poor          Poor        Poor            Poor          Poor

                                                                            

  Non-Parametric                                                            
  Based                                                                     

  Parametric        Poor          Good        Good            Poor          Poor
  Templates                                                                 

  Neural Nets       Good          Good        Poor            Poor          Poor

  Clustering        Good          Excellent   Good            Good          Good

  Voting            Good          Excellent   Excellent       Good          Excellent

  Figure of Merit   Good          Good        Good            Good          Good

  Correlation       Excellent     Excellent   Good            Good          Excellent
  Measures                                                                  

  Pattern           Good          Poor        Poor            Poor          Poor
  Recognition                                                               

                                                                            

  Cognitive Based                                                           

  Logical Templates Poor          Good        Poor            Poor          Good

  Knowledge-Based   Poor          Poor        Poor            Good          Poor

  Fuzzy Set         Good          Good        Good            Good          Good
  Techniques                                                                
  ----------------- ------------- ----------- --------------- ------------- -----------

[]{#_Ref24509922 .anchor}

Figure 4‑12 The Relative Merits of Level 1 Data Fusion Techniques

### Level 2 (Situation Assessment) Processing and Techniques

The creation of the situation assessment (Level 2) is an iterative
process of fusing spatial and temporal relationship among entities to
group them together to form an abstracted and probable interpretation of
objects associated with the travel context. Development of the situation
assessment requires the production and maintenance of an appropriate,
multi-level abstraction of a dynamic situation. At this point, the data
fusion process could be compared to assembling a complex jigsaw puzzle
for which no clear picture or only a partial picture of the completed
scene exists. Level 1 analysis offers insights into vehicle
identification, vehicle movements, special events or activities.

Key functions and techniques of Level 2 processing include the
followingError: Reference source not found:

-   Object aggregation involves the establishment of relationships among
    objects including temporal, location, and entity dependencies
    (functional, associative, precedent, mathematical). For example,
    vehicular density, average speeds, and vehicle types for a roadway
    segment could be the result of object aggregation. Techniques for
    this function include hierarchical classification methods, neural
    nets, nodal graphs, and spatial relationships.

-   Event and activity aggregation involves the use of a priori
    reasoning to establish temporal relationships among entities in
    order to identify meaningful events or activities. For example, a
    collection of Level 1 environmental sensing station objects (surface
    and air temperatures, wind speed, wind direction, humidity) and
    state estimations (roadway surface temperatures and local wind
    patterns) can be used to define roadway segment environmental
    conditions.

> Techniques appropriate to event and activity aggregation come from the
> knowledge-reasoning field. Three classes of techniques are available:
> problem-solving paradigms (e.g., rules, procedures, genetic and neural
> algorithms, and statistically based algorithms), evidence combination
> strategies (e.g., Bayesian inferences, Dempster-Shafer, and fuzzy set
> theory), and decision-making approaches (e.g., rule instantiation and
> parametric algorithms).

-   Contextual knowledge and interpretation involves analyzing objects
    and state estimations with respect to the context of the current
    situation assessment. For example, the presence of deciduous trees
    (image data) in the summer (based on date information) would allow
    for the deduction that the possibility of a deep snowfall in an
    associated roadway segment is highly unlikely. Contextual knowledge
    may be provided exogenously to the fusion model or be derived from
    other contextual non-sensor-driven data contained in supporting
    databases, such as terrain, historic traffic flow patterns
    (including seasonal and day-of-week variations), workzone locations,
    special events, and emergency situations.

### Level 3 (Impact Assessment) Processing and Techniques

Level 3 assessment focuses on the possibility and probably outcomes
associated with a specific event or action. As mentioned earlier, Level
3 can be considered a subset of Level 2 activities and functions. Level
3 functions are usually implemented as a specific prediction in a
topical area (such as workzone traffic flow, intermodal
operability/performance, network congestion) , drawing focused types of
inferences from Level 2 associations. The impact assessment outcomes may
be characterized by such parameters as the impact likelihood or
cost/utility measures associated with the potential outcomes of an
inferred action or probable event. Techniques for Level 3 rely primarily
on knowledge-based reasoning systems, mentioned in previous discussions.

### Level 4 (Process Refinement) Processing and Techniques

Level 4 processing involves planning and control functions, not
estimation. Activities include the monitoring and evaluating of the data
fusion model and corrective processes to refine the algorithmic and
estimation process, managing databases to ensure optimal system
performance, and regulating the data acquisition to achieve optimum
results, which may involve direct sensor control, data caching/batching,
and selecting/de-selecting data sources. Specific functions include:

-   Identifying changes or adjustments to processing functions within
    the data fusion domain that may result in improved performance
    (self-assessed or based on mission benchmarks)

-   Determining and seeking specific data requirements (from specific
    sensors, reference data, etc.) needed to improve individual and
    combined level outcomes or estimates.

-   Recommending allocation and direction of resources (sensors, CCTVs,
    variable message signs, etc.) to achieve overall mission and goals
    of the data fusion system

-   Employing advanced database management techniques to provide
    monitoring, evaluation, updating, plus data processing functions
    such as merging, purging, retrieval, searches, substitutes, etc.

-   Managing global processes, such as time and spatial synchronization
    across communication systems, sensor collection points, metadata
    compliance, and databases.

ATIS data fusion Level 4 activities currently only include the most
basic database monitoring and communication check functions. Advanced
sensors or smart sensors, allowing for centralized control of field
equipment, have only been tested experimentally.

## Data Fusion Architectures

Architecture refers to a structure of components, their relationships,
and the principles and guidelines governing their design,
implementation, and evolution over time. Data fusion architecture
involves four fundamental components and their interrelationships: the
data sources, the data fusion algorithms and database techniques, the
communication networks, and the HCI interface.

As expected, the specific configuration of the data fusion architecture
is a complex design process involving tradeoffs among all of these
components in a cost effective manner that meets the ATIS system goals
for function and performance. Because of the wide variety of ATIS fusion
applications and applicable architectural components, it is not possible
to provide a prescriptive, detailed definition of which architectural
components and fusion techniques are best. Consequently, this discussion
provides suggested guidelines for the four fundamental components of the
data fusion architecture.

### Architecture Implications \-- Data Sources

Data sources may come in a variety of formats through various
communication channels. Three basic architectural alternatives can be
used to capture multi-sensor data sources: direct fusion processing of
sensor data; representation of sensor data using feature information,
with subsequent centralized processing of feature vectors/arrays; and
processing of each sensor to achieve a high-level of inference/decision
about an objectError: Reference source not found.

The first configuration involves a direct fusion of data at the sensor
level. This would occur when the sensor is able to perform a substantial
number of the basic fusion functions, e.g., data alignment, object
association, and others. Moreover, if the same set of sensors are
measuring the same physical phenomena, then the sensor data can usually
be combined directly. This might be the case with a series of loop
detectors for a roadway segment[^57]. Techniques for raw data fusion
typically involve classic estimation methods such as least-squares and
Kalman filtering. If the sensor data are not the same or incommensurate,
then the data should be fused using feature information or at the
inference-decision level.

The second configuration uses feature-level fusion. Features are an
extraction of a representative feature from the sensor data, such as a
set of regression coefficients or Fourier transform coefficients.
Features are extracted from the multi-sensor observations and combined
into a representative feature vector that is typically offered to a
pattern recognition technique, such as clustering algorithms or template
methods. Examples of this approach include the used of CCTV and acoustic
sensors to identify and estimate vehicular flow data in a critical
highway segment.

The third configuration combines sensor information after each sensor
has made a preliminary determination of an object's identification and
location. Techniques for decision-level fusion include voting techniques
and parametric inference methods. More advanced CCTV devices, especially
color cameras, are offering object and location referencing based on
this type of architecture. Similarly, GPS-enabled cellular phones use
this approach to provide precise location information (within 3-10 feet)
based on the caller's device.

There is no clear-cut preference for a data source architectural
alternative. In fact, most data fusion architectures will be a hybrid of
one or more of these configurations. For example, a combination of CCTV
and supporting image detection sensors may best be configured for a
feature-level design intended to support parking management. Specific
design features would need to address such issues as cameras resolution,
refresh rates, and aperture field.

### Architecture Implications \-- Data Fusion Algorithms and Database Techniques

The relative merits of various data fusion techniques for the
multi-level data fusion model were discussed in previous portions of
this section and summarized in Figure 4-12. When viewed from an
architectural perspective, the numerical and heuristic techniques used
to perform data fusion will vary widely depending on the environment in
which they are embedded along with the available functions and source
data. As noted, the algorithms involve substantial computations to make
association, correlations, estimations, and classifications of objects.
To make these calculations and estimations, the data fusion algorithms
perform operations on or with model parameters, sensed data, external
database information, performance data, and a priori data according to a
specific technique such as Bayesian inference or knowledge-based
systems. These operations almost always require the use of databases for
data input, storage, retrieval, archiving, and other functions.
Consequently, database management is a key consideration in the overall
data fusion system architecture and performance.

Most databases available for data fusion are either relational databases
or object-oriented database (OOD). Relational databases are relatively
efficient in well-defined basic functions such as estimation, sorting,
storing interim calculations, or assembling track files. Hence
data-centric ATIS services are more likely to be implemented using
relational database architectures if judged primarily by cost
effectiveness and processing performance criteria. More complicated
fusion functions, such as association and classification, may require
computations better suited to object-based data structures since the
data fusion algorithms will need to explore complex relationships among
many types of data objects. Relational databases are not as effective in
multi-dimensional analysis as OOD. Model-centric ATIS services would
likely be implemented on an OOD configuration if processing flexibility
and sophisticated fusion objectives were the primary criteria. Hybrid
database products that combine the best features of relational databases
and OOD concepts are also emerging, but are usually selected for narrow,
application-specific needs and supported by highly skilled staff.

Another database design consideration affecting data fusion system
performance is the extent of centralized versus distributed databases.
Almost all ATIS data fusion architectures will be migrating into
distributed database configurations for three reasons. First, a single
agency or organization does not possess all of the data required to
support ATIS users' needs. Second, distributed databases allow for
distributed computing, more effective resource sharing, cost effective
specialization, and in some cases, system redundancy. Third, the
communication network connectivity and performance (speed, accuracy,
security) and associated costs are favorable in relationship to the
benefits derived from a distributed architecture.

Solutions to address distributed computing have spawned the basis for
client/server and n-tiered architectures in which middleware provided
connectivity and interface management. Enterprise-focused database
practices have resulted in the development of the data warehouse concept
in which all corporate/agency data resides and is accessed by a number
of software applications. Data marts are subsets of the larger data
warehouse and are usually created to summarize or extract information
needed for a specific purpose. Data fusion operations may involve
parallel interactions with multiple data marts to allow for more rapid
access and processing speeds associated with fusion-specific algorithms.

As the distributed architectures and client-server configurations
increased, especially across the world wide web-based networking
infrastructure based on TCP/IP, data management problems have increased.
For example, distributed database management for data fusion may require
connectivity among distributed homogenous databases as well as
distributed heterogeneous databases. Consequently, middleware techniques
have expanded to include object-oriented semantics to address the
interfacing issues, such as interface standards (and backward
compatibility), access privileges, metadata uses, and data quality. A
wide range of techniques has emerged to address the interface issues,
sometimes referred to as tightly coupled or loosely coupled. Industry
groups and standards organizations have worked to develop comprehensive
solutions (tightly coupled) in which interface component are well
defined, hierarchically organized, and application software developed
according to these specifications. Other groups have only defined the
desirable structure and requirements for selected interface
components[^58]. While there are a variety of methods for managing
distributed databases[^59], two common means of handling distributed
database computing for ATIS are Common Object Request Broker
Architecture (CORBA) and a Distributed Common Object Model (DCOM). Both
CORBA and DCOM achieve language independence by defining object
interfaces in a language-independent manner[^60]. Hence data fusion
algorithms can use distributed objects transparently, although with
higher processing overhead due to the translation and exchange
requirements. Single-vendor servers, integrated with back-end databases,
have helped to improve the efficiency and timeliness of OOD, however
these improvements come at the expense of multi-vendor interoperability
and interchangeability. The key design tradeoff for data fusion database
configurations focus on the relative processing speed of the object
interface and the alternative communication network protocols for
exchanging the data packets.

CORBA and DCOM are examples of object-oriented techniques applied
primarily to the field of distributed database management. In an
analogous fashion, Document Object Model (DOM) is applied to the area of
dynamically accessing and updating the content, structure, and style of
web-based documents rather than databases. DOM is being developed by the
W3C group with the desire to have a platform and language-neutral
interface for document access and updates. Employing object-oriented
techniques, DOM utilizes a multi-level model for i) navigating and
manipulating documents, ii) defining style sheet models and methods to
manipulate the style sheet, and iii) document loading, updating, and
saving. Commercial software is emerging to support DOM
applications[^61].

### Architecture Implications \-- Communication Networks

As mentioned earlier, the NTCIP is the preferred communication
architecture for ITS applications. Three types of communication are
required for data fusion: file transfers, C2F, and C2C. ATIS data fusion
architecture is most affected at the NTCIP information and application
layers because these represent the newer components in the overall
communication architecture. The lower layers (transport, sub-network,
and plant) employ widely accepted and field tested industry standards,
exhibiting well-known performance and insights into network design
tradeoffs. The ultimate performance of the full communication network
will depend on a complete definition and assembly of all components,
allowing for an assessment of the system performance using such key
criteria as speed, accuracy, security, availability,
flexibility/scalability, standards conformance, standards maintenance,
and cost to implement and maintain. Simulation tools such as OPNET are
typically employed to evaluate the various communication network design
options and performance tradeoffs.

The first set of NTCIP applications layer protocols pertain to file
transfers, which are handled through well-established and
readily-available protocols such as File Transfer Protocol (FTP) or
Trivial File Transfer Protocols (TFTP). The design choice is determined
by the desire for a connection or connectionless type of transport
layer. Connection-oriented communication provides greater guarantees and
transmission checking than connectionless-oriented configurations. The
choice is dependent on the criticality of the ATIS information being
exchanged, speed, and cost.

The second set of NTCIP application layer protocols pertain to C2F
communications, which typically involve communication between a traffic
or transit management center and field equipment. NTCIP allows for
relatively straightforward communication protocols for exchanging data
objects. These may be done with well-established protocols such as SNMP,
which is suitable for traffic demands with high bandwidth and low
volumes of messages, e.g., certain types of high-resolution CCTVs images
with low polling frequency. Cellular phone systems and certain OOD
systems employ SNMP as a means of managing data packet transmission and
monitoring/managing selected network functions. STMP, developed by the
NTCIP, reduces packet overhead with more efficient data encoding
rules[^62] and is most suitable for low bandwidth and high volumes of
messages, e.g., traffic signal systems. STMP is restricted however to 13
message sets, but more are under development.

The third set of NTCIP application layer protocols pertain to C2C data
exchange, which is managed through DATEX-ASN.1 or CORBA. DATEX-ASN.1
employs a relatively simple procedure for exchanging data and is a cost
effective solution for low bandwidth, small system needs. DATEX-ASN.1 is
not however an object-oriented protocol. CORBA is able to exchange data,
including objects, as well as activate methods embedded in remote
objects, i.e., initiate remote processing. CORBA provides a full range
of features for data exchange (both data and objects) but requires
increased message overhead, resulting in higher implementation
resources, including technical skill levels and maintenance costs.
Consequently, CORBA is selected when a management center needs high
communications bandwidth, the message volumes are relatively high, and
the data and data processing methods are essential or mission-critical
to the center's operation.

### Architecture Implications \-- Human-Computer Interface

The HCI is an important data fusion architectural component. The most
obvious HCI design considerations are with the ATIS user. The
technologies and human factors features of HCI devices for ATIS
applications have come from insights gained in other fields, namely
industries such as PDA retailers, the wireline and wireless telephone
industries, computer retailers, vehicle manufacturers promoting
telematics, pattern recognition retailers, and the commercial mass
media, which helps to shape content and distribution methods. ATIS user
preferences and their implications for HCI interface design are still an
evolving area. For example, the level of consumer acceptance of
interactive voice recognition (IVR) techniques, used in the travel,
banking, and the telecommunications service industries, is still an
ongoing debate. Recent cellular phone products and 511 deployments have
started to promote IVR as an improved, safer method of operating devices
and communicating.

Other architectural aspects of the HCI involve the actual human
interface with function points in the data fusion model. These involve
standard computer-based interfaces which allow for system control and
data update. Certain data fusion algorithms are not completely
autonomous and therefore may require human judgments at certain points
in their calculations and analysis. Consequently, the HCI must provide
alerts and opportunities for operators to supply answers to interim
estimations or inferences, propose hypothesis or tests through, for
example, SQL inputs, and make annotations on the data fusion system
performance.

## Data Quality Management And Assessment

Data quality for ATIS data fusion is a multidimensional issue. Just as a
vehicle has many quality dimensions associated with it, a data element
or information product also has quality dimensions. This concept is
important in developing methods to assess and improve ATIS data quality,
since different levels of importance and different organizations/owners
place potentially wide-ranging values on the dimensions of data quality.
For example, some organizations or data contributors may be data-centric
while others are model-centric. A public agency may be very satisfied
with their level of data quality to estimate mean speeds. A third-party
ISP may need greater resolution in sensor data in order to meet their
business objectives, but may not be able to achieve it from a public
agency. These differences may lead to a partnership for enhancing input
data quality. However, to be successful in achieving effective data
quality management, attention to all the quality dimensions is required
by all data owners and users.

In general, data quality can be defined as fitness for use by
information consumers[^63]. The degree of fitness pertains to five main
quality dimensions illustrated below in Figure 4-13. The techniques or
perspectives listed on the right-hand side of the figure are defined as
follows:

-   Systems Planning view -- Separate data classifications or classes
    from one another in order to support strategic, tactical, and
    operational assessments. Strategic and tactical views focus on the
    role that data has in the overall system purpose and types of
    decisions or information to be produced. Operational views examine
    the transactional data needed to carry out the routine activities of
    the fusion model.

-   Function view -- This is the most common type of perspective and
    represents the functions to be performed with the data, e.g.,
    association, correlation, estimation, and classification.

-   Applications System view --A focus on the entity-relationships among
    applications and interfaces within the context of an enterprise data
    model.

-   Process view -- A perspective that indicates how the data is
    consumed or transformed throughout a multi-stage, multi-level
    process. The process model is typically used to validate the objects
    and object transformations in a data model, and thus assess data
    quality.

-   Time-Dependent view -- A high-level perspective of the current (As
    Is) and future (To Be) state of data quality, with defined
    improvements in data definition, architecture, applications,
    business processes, policies, and objectives to achieve improved
    data quality as characterized by the future state.

+-----------------------+-----------------------+-----------------------+
| Data Quality Category | Data Quality          | Techniques or         |
|                       | Dimensions            | Perspectives For      |
|                       |                       | Assessing             |
+=======================+=======================+=======================+
| Intrinsic             | Accuracy,             | Systems Planning view |
| value/quality         | objectivity,          |                       |
|                       | believability,        | Functional view       |
|                       | reputation            |                       |
+-----------------------+-----------------------+-----------------------+
| Contextual or domain  | Relevancy,            | Application systems   |
| quality               | value-added,          | view                  |
|                       | timeliness,           |                       |
|                       | completeness, amount  | Process view          |
|                       | of information        |                       |
|                       |                       | Time-Dependent view   |
+-----------------------+-----------------------+-----------------------+
| Representation or     | Interpretability,     | Functional view       |
| presentation quality  | ease of               |                       |
|                       | understanding,        |                       |
|                       | concise               |                       |
|                       | representation,       |                       |
|                       | consistency, ease of  |                       |
|                       | manipulation          |                       |
+-----------------------+-----------------------+-----------------------+
| Data Models           | Accuracy,             | Functional view       |
|                       | granularity,          |                       |
|                       | comprehensiveness,    | Applications systems  |
|                       | robustness,           | view                  |
|                       | consistency           |                       |
+-----------------------+-----------------------+-----------------------+
| Information Policy    | Accessibility, access | Systems Planning view |
|                       | security, ownership,  |                       |
|                       | metadata, redundancy, |                       |
|                       | cost                  |                       |
+-----------------------+-----------------------+-----------------------+

[]{#_Ref34019457 .anchor}

Figure 4‑13 Data Quality Categories, Dimensions, And Techniques for
Assessing

Many data quality improvement techniques or programs focus on the first
or second dimension, the intrinsic value/quality or domain value.
Typically techniques focus on the functional view or process view to
find and fix the data errors. Findings errors associated with intrinsic
or domain values can be done a number of ways, but almost all generally
involve identification and correction. Identification is done by
locating missing data, inconsistent data or outliers, duplicates, or
traceable error due to erroneous conclusions or reasoning, e.g., Type 1
or Type 2 errors. Correction of erroneous data values may be done
through many techniques, but they tend to employ domain-dependent
methods that use keyword or domain relevance substitution, merge/purge,
or data combination/reduction[^64]. These "find and fix" techniques are
used when there is a high understanding of the context in which the data
is to be used, the objective and subjective[^65] ranges and constraints
under which the data is observed and assessed. The more systematic
approaches employ some form of root-cause analysis or similar trace-back
methods to isolate the point of dysfunction in maintaining a data
quality threshold. These methods are usually time consuming, but can be
aided by the use of structured programming methods, such as UML, to
develop process and function checkpoints and range verification methods.
Intelligent agents, coded to search for specific events or data ranges,
represent another means of dynamically screening for potentially poor
data quality throughout the data fusion architecture, especially data
sources.

A variety of techniques exist to confirm data model quality. Approaches
are usually drawn from the software development field, in particular the
verification and validation techniques[^66]. More than 45 different
techniques are available to verify and validate models, employing such
techniques as boundary value analysis, event tree analysis, critical
timing/flow analysis, sensitivity analyses, fault tree analysis,
debugging tools, and others. Requirements for model verification are
usually part of an agency's overall information policies and procedures.

The final perspective listed in Figure 4-13 on data quality is based on
an agency's or owner's information policies and practices. Some
organizations do not have widespread, codified policies or procedures,
only isolated references to the general use of data, acknowledgement
requirements, and accessibility or security. For more progressive
organizations, a minimum threshold of data quality acceptance is usually
defined. This threshold has been established based on the perceived or
actual business consequence of falling below the threshold, e.g., missed
deadlines, legal liability, cost to operations, or unbearable customer
criticism leading to the likely loss of clientele or support. The
elements of the data policy and procedures are usually based on the data
quality dimensions listed in Figure 4-13 and the previously mentioned
evaluation and correction techniques preferred by an agency or
organization. Ultimately these procedures are encapsulated in some form
of continuous improvement process (CIP), such as basic TQM practices,
ISO-based processes, or Software Engineering Institute (SEI)
certification using the Capability Maturity Model (CMM) construct.

Ultimately, increased attention on data quality will occur after
consumers and managers recognize the importance and transactional value
of data quality. The availability of proven methods to correct near-term
data elements and to implement long-term organizational processes and
policies are not the constraints.

## Section 4 References

# Implementing Data Fusion for ATIS

Traveler information services are the result of a multi-stage process of
data collection, fusion, value-added information, and distribution, as
presented in Section 1. Consequently, the data fusion component must be
developed in conjunction with and in the context of these other
components in order to be effective. This development process is usually
accomplished through the use of a structured, systems development
process, which involves a wide range of experts and carefully sequenced
process steps[^67].

## Development Of ATIS Data Fusion Systems 

ATIS data fusion systems need to be developed in conjunction with other
ITS systems. Consequently, the general process for developing any ITS
system is appropriate, especially those in a regional context where ATIS
is most likely to be applied. The general process of developing an ITS
regional architecture has been documented in a recent USDOT report[^68].
The three major steps of the process are described in Figure 5.1. The
development of the final ATIS data fusion system will be based on an
iterative approach in which candidate concepts and tradeoffs will be
made among the various ITS system goals, resources, and interested
groups.

It is desirable to have the need for ATIS services emerge as part of the
first step, since this avoids retrofit or substantial redesign at a
later point an overall ITS development process. Moreover, it will be
important to have ATIS representatives engaged in the entire development
process, since decisions on such issues as ITS architecture,
communications protocols, database formats, data sharing, and HCI can
all significantly affect an ATIS system performance, especially the data
fusion architecture. The outcomes of such a structured development
approach provide the context for defining the specific architecture,
algorithms, and subsystem elements for an ATIS data fusion model.

+----------------------+----------------------+-----------------------+
| **Phase 1**          | **Phase 2**          | **Phase 3**           |
|                      |                      |                       |
| **(Scoping and       | **(Design and        | **(Operate and        |
| Needs)**             | Build)**             | Maintain)**           |
+----------------------+----------------------+-----------------------+
| -   Identifying the  | > General planning   | -   Calibrating the   |
|     overall needs    | > and design of the  |     system to verify  |
|     and purpose      | > system, detailing  |     system            |
|                      | > activities such    |     performance       |
| -   Defining the     | > as:                |     against           |
|     coverage/region  |                      |     specifications    |
|                      | -   Collecting the   |                       |
| -   Identifying the  |     appropriate data | -   Modifying the     |
|     desired outcomes |                      |     relevant systems  |
|     from the ITS     | -   Defining         |     components until  |
|     subsystems       |     interfaces       |     acceptable        |
|                      |                      |     performance is    |
| -   Describing a     | -   Developing       |     achieved          |
|     Concept of       |     multi-layer      |                       |
|     Operations       |     process maps and | -   Fielding the      |
|                      |     functional       |     system            |
| -   Identifying and  |     requirements     |                       |
|     engaging         |                      | -   Maintaining and   |
|     Interested       | -   Establishing a   |     monitoring the    |
|     Parties or       |     systems          |     performance of    |
|     Groups           |     architecture     |     the system        |
|                      |                      |                       |
|                      | -   Defining         | -   Providing         |
|                      |     algorithms and   |     enhancements      |
|                      |     activities to    |     according to the  |
|                      |     enable the       |     system life-cycle |
|                      |     processes        |     plan and          |
|                      |                      |     operational       |
|                      | -   Assembling the   |     experience        |
|                      |     components into  |                       |
|                      |     a system for     |                       |
|                      |     evaluation       |                       |
+----------------------+----------------------+-----------------------+

[]{#__RefHeading___Toc41988390 .anchor}Figure 5‑14 Major Process Steps
For Developing An ATIS Data Fusion System[^69]

Once an ATIS data fusion system has been defined in the context of an
overall ITS system, key individuals for the ATIS data fusion system need
to be engaged early and continuously. These include[^70]:

-   Planners and implementers of the regional architecture who have an
    overarching appreciation of the regional ITS capabilities and needs,
    especially in the ATIS area

-   ATIS users whose concerns include systems requirements, performance,
    constraints, and operational preferences

-   Numerical/statistical specialists who are knowledgeable about the
    range of algorithms discussed in Section 4 and who are experienced
    in algorithm design and implementation

-   Operators and analysts concerned with the HCI, transaction analysis,
    and operational concept definitions of the data fusion model

-   Systems engineers who can assist with designing and assessing system
    performance, interoperability with other ITS subsystems, and system
    integrity

-   Owners and implementers of the system who can address the systemic
    issues of cost, schedule, quality, and institutional relations.

The result of this group's deliberations on design features will likely
yield a combination of automated and manual process steps for the data
fusion architecture. These design decisions will be tempered by the
availability of data, inter-jurisdictional issues, available resources,
desired outcomes, and the state of the practice. Moreover, an ATIS
system (and the data fusion system) may be implemented in stages, with
the data fusion process restricted to well-known methods of data sensing
and alignment (Level 0) and incorporation of selected features, such as
freeway speeds and web-based displays to support (non-automated) route
guidance decisions (Level 1). As data fusion systems become more
sophisticated and the need for greater services arises, some of the
techniques discussed in Section 4 can be introduced with minimal
reconfiguration of the overarching architecture.

## Data Fusion Algorithm Selection

There is no well-known "textbook" approach to data fusion development
other than the generalized functional model presented in Section 4.
Consequently, the selection of the appropriate estimation or prediction
algorithms used in the data model will be an iterative process of
matching desired outcomes with, and the subsequent integration of, the
algorithm into an ATIS data fusion system. However, there are some key
development steps that can help ensure a greater chance of success, as
illustrated below in Figure 5-15. Although the steps are indicated as a
somewhat sequential process, substantial iteration is required.
Moreover, data mining techniques can lend insights into data patterns
and guide the selection of subsequent algorithms[^71].

![](media/image8.wmf){width="3.497916666666667in"
height="3.9340277777777777in"}

[]{#__RefHeading___Toc41988391 .anchor}Figure 5‑15 A Systematic Approach
for Selection and Testing of A Data Fusion Algorithms[^72]

Repeated application of the steps in Figure 5-2 for each of the major
ATIS data fusion functions would be needed to develop the suite of
fusion algorithms. This suite of algorithms would need to interface with
the appropriate data sources (quality and availability) as well as yield
results in a format for end-user consumption or for an intermediate
value-added provider. Additional activities will include alignment of
the database management subsystems, HCI, and constraints or requirements
inherited from the overarching ITS architecture. These options would
then be assessed against criteria established during the ATIS needs
assessment process, as part of the first step in the ITS development
architecture activity. Iteration and modification of the ATIS design
elements would be needed to develop a configuration that conforms to the
overall ITS architecture and meets the specific ATIS requirements. It is
likely that substantial simulation of the ATIS data fusion model would
be needed to gather data fusion performance data and to conduct
subsequent trade studies.

Once the ATIS data fusion model has been defined and tested, it is ready
for integration into the overarching ITS architecture. At this point,
testing and evaluation of the total ITS would be required to ensure the
subsystems performed as expected and met the specifications and
requirements. Once activated, monitoring and maintenance procedures
would be followed to assess the performance of the ATIS model and
provide insights and opportunities for further refinement and
enhancements.

## Section 5 References

# Areas For Future Study and Activities

## Study Summary and Conclusions

Data fusion is a key element in advancing the state of the practice in
ATIS information services. Major findings summarized in this report
include:

-   A general awareness of ATIS data fusion and its purpose exists.

-   The general public, and travelers in particular, are predisposed to
    use better travel information, although it is unclear under what
    business model and range of products and services.

-   Data fusion conducted at transportation and environmental public
    agencies involves basic fusion functions such as spatial or temporal
    alignment of input data. Assessments of ATIS services at selected
    MMDI and FOT indicate positive support and public benefits.

-   Third-party ISPs perform additional data fusion activities, but the
    specific data fusion techniques, accuracy, and usefulness are not
    readily discernable due to proprietary restrictions.

-   Two general perspectives exist for ATIS data fusion: a data-centric
    view and a model-centric view. These perspectives are not mutually
    exclusive.

```{=html}
<!-- -->
```
-   Agencies are migrating to the use of the NTCIP and associated data
    element and message set standards, but will likely initiate their
    use based on industry acceptance and agency confidence in their
    utility and longevity.

-   Data quality policies and procedures are not comprehensive.
    Practices are limited primarily to "find and fix" tactics on the
    more egregious data elements.

These findings point out the need for a more comprehensive ATIS data
fusion development methodology that would allow for increased
cross-disciplinary communication and research sharing. A proposed ATIS
data fusion model, based on the JDL process model, was offered to help
bridge this gap. Moreover, specific data fusion techniques, appropriate
for the ATIS context, were identified and qualitatively assessed using
multiple criteria regarding ease of implementation and potential
usefulness.

Suggested guidelines for data fusion architectures were presented and
qualitative performance metrics were offered. The wide variety and
combination of ATIS fusion applications and associated architectural
components do not allow for a prescriptive, detailed definition of
architectural components and data fusion techniques. This prescription
is best handled through a more structured, system engineering process
involving all stakeholders and design experts.

Input data quality continues to be a hindrance to the offering of more
advanced ATIS services. Current practices focus on "fix and find"
methods without long-term, multi-dimensional, and systemic attention to
data quality issues. One of the key issues is the different perspectives
held by stakeholders on the level of satisfaction with the existing data
quality and the associated remedies and costs to make improvements.
Greater awareness and understanding of the issues are needed before
prescribing remedial action, if any. Resolution of data quality issues
will require partnerships among the data owners and users to reach a
shared solution based on need and transactional value.

## Future Opportunities and Activities

Three areas for further research and study are offered.

### Technological

-   Test ATIS-specific data fusion algorithms at university/research
    facilities and share the results.

-   Confirm the more promising context-based algorithms (such as
    knowledge-based reasoning systems), associated data needs,
    stability, cost to implement/maintain, and reasonable methods to
    acquire model parameters.

-   Evaluate Level 2 and Level 3 algorithms for a specific region since
    future ATIS users may have the greatest interest in this fused
    information.

-   Establish a generalized DBMS capability for text, signal data,
    images, and symbolic information with scalability and
    object-oriented/component-oriented features.

-   Perform additional research into fusion capability of images and
    non-image data.

-   Conduct detailed system-level analysis and performance assessment
    using the proposed ATIS data fusion model at an operating site.

### Institutional

-   Completion of relevant metadata standards for ATIS (and associated)
    message sets.

-   Management of expectations regarding data fusion benefits through
    additional field evaluations.

-   Raise awareness and quantify the consequences of ATIS data quality
    issues through such techniques as root-cause or trace analysis.

-   Expand participation and exchange of interest and needs by the ATIS
    community in the general data fusion and data mining communities.

### Economic

-   Develop examples of viable ATIS business model for private and
    public sectors containing quantitative and qualitative performance
    metrics.

-   Confirm and prioritize the fused ATIS information valued by users,
    adjusted for regional contexts.

**Appendices**

The annotated bibliography is organized into four appendices:

-   General ATIS References

-   Data Fusion

-   Data Quality

-   MMDI and Field Tests Evaluation

A typical entry contains a short annotated description of the article or
publication. Listings in each subsection have been sorted
alphabetically. Occasionally, a document will be listed in two or more
places since multiple topics were sufficiently examined to warrant a
multiple listing.

> **General ATIS References**

Abernethy, B. (Feb/Mar 2001). Road to Nowhere: The Ongoing Standards
Saga. [Traffic Technology International]{.underline}.

Article. The ITS industry faces being burdened by standard that are
often untested and unwanted. ITS standards development process has
serious shortcomings. The author recommends to return the standards
process to that which proved successful \'pre-ITS\'.

Albright, N. (1/25/01). 511 Case Studies in Kentucky.

Focuses on the Commonwealth of Kentucky and its implementation of
statewide 511 services. Provides a concise, current \"snapshot\" of the
progress being made. Includes sections on history/perspective;
institutional background; plans/visions; ongoing activities; and lessons
learned.

Allied Business Intelligence (4/25/01). Despite Slow Start, Satellite
Digital Radio Industry Will Flourish, According to New Digital Car Study
from ABI. Oyster Bay, NY.

news. Satellite-based digital audio radio services (SDARS) broadcasters,
XM Satellite Radio and Sirius Satellite radio, will ultimately benefit
from increased consumer uptake an large recurring service revenues. By
2006, recurring annual service revenues for SDARS will reach \$350
million, according to the findings in \"The Digital Car: A Strategic
View of Global In-Vehicle Communications Technologies and
Next-Generation Telematics Systems,\" a new study from Allied Business
Intelligence (ABI).

Allied Business Intelligence Inc. (12/12/00). Wireless Internet to Drive
Voice Recognition, According to New Allied Business Intelligence Study.

Discusses the pace of growth in the satellite navigation industry,
particularly GPS, the first and only system that is fully operational
with existing users. The US GPS system addresses a plethora of
industries including agriculture, aviation, communications, in-vehicle,
marine, recreation, science, surveying/mapping, and timing.

Almeroth, K., et al. (Jul/Aug 1999). An Alternative Paradigm for
Scalable On-Demand Applications: Evaluating and Deploying the
Interactive Multimedia Jukebox. [IEEE Transactions on Knowledge and Data
Engineering, Vol. 11, No. 4]{.underline}**:** 658-672.

Straightforward, one-way delivery of audio/video through television sets
has existed for many decades. In the 1980s, new services like
pay-per-view and video-on-demand were touted as the \"killer
applications\" for interactive TV. However, the hype quickly died away,
leaving only hard technical problems and costly systems. As an
alternative, we propose a new jukebox paradigm offering flexibility in
how programs are requested and scheduled for playout. The
jukebox-scheduling paradigm offers flexibility ranging from complete
viewer control (true video-on-demand), to complete service provider
control (traditional broadcast TV). In this paper, we first describe out
proposed jukebox paradigm and relate it to other on-demand paradigms. We
also describe several critical research issues, including the
one-to-many delivery of content, program scheduling policies, server
location, and the provision of advanced services like VCR-style
interactivity and advanced reservations. In addition, we present our
implementation of a jukebox-based service called the Interactive
Multimedia Jukebox (IMJ). The IMJ provides scheduling via the World Wide
Web (WWW) and content delivery via the Multicast Backbone (MBone). For
the IMJ, we present usage statistics collected during the past couple of
years. Furthermore, using this data and a simulation environment, we
show that jukebox systems have the potential to scale to very large
numbers of viewers.

Anderson, S. M. I. (3/5/01). 32-bit Power Drives the Intelligent Car.
Austin, TX.

(news) 32-bit microcontrollers are on the fast track to winning many
applications within the smart vehicle. Last year, according to Strategy
Analytics Inc. (London), 32-bit processors powered 10 percent of the
vehicle. By 2005, 32-bit solutions are expected to take over 25 percent
of the processing power in the vehicle.

ANSI and USDOT (1999). ANSI TS 286: Commercial Vehicle Credentials.

His standard was developed and is maintained by Accredited Standards
Committee (ASC) X-12, Electronic Data Interchange (EDI) of the American
National Standards Institute (ANSI). The standard contains the format
and established the data contents of the Commercial Vehicle Credential
Transaction Set (TS 286) for use within the context of an EDI
environment. Operating a commercial vehicle in the US requires many
credentials. Vehicles must be titled and registered. Carriers must have
adequate liability insurance and must be authorized to carry certain
types of cargo. Special permits are required to operate vehicles that
are over the legal weight of size. Drivers must be licensed to drive
whatever size vehicles they intend to operate, and must meet medical
standards. Carriers must pay fuel taxes for operating vehicles in each
jurisdiction. Some states have additional credential in requirements.
This bi-directional transaction set can also be used by authorizing
jurisdictions to transmit electronically credential data to applicants
and other authorized entities.

ARC Group (4/12/01). In-Car Telematics Fitted in 56 Million Vehicles by
2005.

According to a recent study by ARC Group, the automotive telematics
market is expected to undergo an average growth rate approaching 90% a
year over the next five years, bringing the total number of cars fitted
with telematics systems to 56 worldwide by 2005 compared with just over
one million today.

ATX Technologies Inc. Emergency Services.

(news) ATX provides emergency services including: automatic collision
notification; emergency response; basic roadside assistance; enhanced
roadside assistance; remote door unlock; locator service; stolen vehicle
tracking; and security system notification.

ATX Technologies Inc. Information Services.

(news) ATX Technology Inc., provides information services including:
messaging services, vehicle operation information; and information
services (weather, financial and sports for location-enhanced
information).

ATX Technologies Inc. Motorist Demand for Telematics: Increased Mobility
Increases Demand for Telematics.

(news) The growing demand for telematics, or location-based emergency,
navigation and information services has market analysts forecasting a
subscriber base of 1 million by 2004.

ATX Technologies Inc. Navigation Services.

(news) ATX Technologies Inc., provides navigation services including:
emergency navigation; connected navigation; traffic information; and
dynamic road guidance.

ATX Technologies Inc. (2/21/01). ATX Technologies Company Information.

Provider of vehicle and wireless device applications (emergency
services, navigation services, information services) and resource
operations (response center technology, skilled response specialists,
and working with police/911)

ATX Technologies Inc. (3/15/01). ATX Technologies Business Growth to
Result in Call Center Expansion.

To meet the demands of a rapidly developing market for telematics, ATX
announced plans to open a second voice and data interaction center in
the central or southeastern US.

Baca, M. e. (1998). Metadata: Pathways to Digital Information, Getty
Information Institute**:** i-iv, 1-41.

A collection of essays on metadata\* (\*treated as plural), particularly
for the World Wide Web. Gilliland-Swetland presents an overview,
outlining types, functions, attributes, and characteristics of metadata,
with examples from the \"real world.\" Her essay demonstrates the
importance and role of metadata in the current information universe.
Gill\'s essay focuses on metadata in the context of the World Wide Web,
and examines three important emerging Web metadata standards.
Cromwell-Kessler discusses the importance of mapping different metadata
standards to facilitate interoperability, and identifies some f the
concomitant issues, benefits, and necessary future steps.

Barry, C. and M. Lang (Apr/Jun 2001). A Survey of Multimedia and Web
Development Techniques and Methodology Usage. [IEEE]{.underline},
National University of Ireland, Galway, Ireland**:** 52-60.

The survey results suggest that no uniform approach exists to multimedia
systems development and that practitioners aren\'t using the multimedia
models cited in the literature. Developers need new techniques that
capture requirements and integrate them within a systems development
framework.

Belo Interactive, I. (4/4/01). Belo Interactive Announces Launch of \'My
Traffic\': Powered by Strategy.com, My Traffic Keeps Consumers Informed
of the Traffic Conditions That Affect Them. Dallas and Vienna, VA.

PRNEWS. Belo Interactive, Belo\'s Internet subsidiary, and Strategy.com™
Incorporated, a provider of one-to-one messaging through Web, wireless
and voice, announced the launch of My Traffic on March 30, 2001. My
Traffic is a personalized service that provides traffic conditions for
personally selected routes to the desktop, email, or to wireless
devices. In addition, My Traffic immediately alerts subscribers via the
Web, email or wireless devices of problematic traffic conditions and
offers information on alternative routes.

BeVocal (1/17/01). BeVocal Company Information.

Created voice portal applications that can be based on a caller\'s
location, delivered to any device, and customized via any platform.
Voice Portal applications include nationwide business finder, driving
directions, and traffic updates and worldwide weather.

Blackwell, D. (3/18/01). Traffic Service to be Launched.

Global Telematics, which supplies satellite-based tracking systems for
vehicle fleets, will announce a service giving up-to-the-minute news on
traffic congestion, roadwork, and other delays to its users.

Boll, S. and W. Klas (May/Jun 2001). Z~Y~X - A Multimedia Document Model
for Reuse and Adaptation of Multimedia Content. [IEEE Transactions on
Knowledge and Data Engineering, Vol. 13, No. 3]{.underline}, IEEE**:**
1041-4347.

\"Advanced multimedia applications require adequate support for the
modeling of multimedia content by multimedia document models. More and
more this support calls for not only the adequate modeling of the
temporal and spatial course of a multimedia presentation and its
interactions, but also for the partial reuse of multimedia documents and
adaptation to a given user content. However, our thorough investigation
of existing standards of multimedia document models such as HTML, MHEG,
SMIL, and HyTime leads to us the conclusion that these standard models
do not provide sufficient modeling support for reuse and adaptation.
Therefore, we propose a new approach for the modeling of adaptable and
reusable multimedia content, the Z~Y~X model. The model offers
primitives that provide - beyond the more or less common primitives for
temporal, spatial, and interaction modeling - a variform support for
reuse of structure and layout of document fragments and for the
adaptation of the content and its presentation to the user context. We
present the model in detail and illustrate the application and
effectiveness of these concepts by samples taken from our Cardio-OP
application in the domain of cardiac surgery. With the Z~Y~X model, we
developed a comprehensive means for advanced multimedia content
creation: support for template-driven authoring of multimedia context
and support for flexible, dynamic composition of multimedia documents
customized to the user\'s local context and needs. The approach
significantly impacts and supports the authoring process in terms of
methodology and economic aspects.\"

Booz Allen Hamilton (9/1/98). ATIS Field Operational Test Cross-Cutting
Study (ITS FOT): Advanced Traveler Information Systems. McLean, VA.

Summarizes and interprets results of several FOTS that have traveler
information components. Analysis and results are categorized as impacts,
user response, technical lessons learned, institutional challenges and
resolutions, and cost to implement. Highlights successes and problems
these tests have encountered while attempting to develop the
technologies appropriate to establishing and implementing ATIS.

Business Wire About Cox Radio/ About Traffic.com.

Cox Radio is the fourth largest radio company in the US based upon net
revenues. Cox Radio will own, operate or provide sales and marketing
services for 83 stations clustered in 18 markets, including major cities
such as Tampa, Miami, Orlando, Fla., Atlanta, Houston and San Antonio.
Traffic.com is creating the premier traffic information franchise with
its exclusive TrafficPulse digital sensor network, and Advanced Traffic
Information Services (ATIS). The network continually measures traffic
flow on major highways to provide motorists with real-time actual speeds
and point-to-point travel times.

Business Wire (2/28/01). Traffic.com to Provide Content for Traffic
Reports on Cox Radio\'s Six Tampa Stations: Listeners to Benefit form
More Accurate Traffic Reports. Wayne, PA.

news. Traffic.com, a provider of digital traffic and logistics
information announced that beginning March 1, it will supply the data
for traffic reports on all six Cox Radio stations in Tampa, Fla., the
nation\'s 21st largest radio revenue market.

Canadian Corporate (2/22//01). WebTech Wireless Launches End-to-End
Wireless Vehicle Location System for GSM Operators. Cannes, France.

(news) WebTech Wireless Inc., a global vehicle tracking and location
services provider, announced the launch of the Quadrant Vehicle Location
System™. The Quadrant System is the industry\'s first end-to-end,
wireless vehicle location system that delivers a suite of location
services on Palm Powered™ devices, such as Palm™ and Handspring handheld
computers (PDAs), through an online services portal. The Quadrant
Vehicle Location System enables GSM network operators to realize new
data service revenue streams with commercial fleet and vehicle location
services.

Canadian Corporate News (2/22/01). OFDM Forum First Anniversary
Highlighted by Promise of Future Use of OFDM in Vehicle-to-Vehicle
Communications. San Francisco, CA.

(news) The OFDM Forum, an association organized to promote a single
standard for high-speed wireless communications conclude its first
meeting of the 2001 calendar year. The achievement that demonstrate the
importance of OFDM technology to the future of the wireless industry, as
well as the need for a single compatible global standard for OFDM
technology are: a demonstration of fully automated automobile that will
use OFDM technology; the addition of 11 new members, including 3Com and
Runcom; and the review and discussion of various proposals by OFDM Forum
Working Groups.

Canadian Electronics (2/1/01). E-Vehicles: \'Telematics\' Influences
Automotive Electronics. Detroit, MI.

(news) Automotive telematics applications will influence most auto
electronics, spawning \"an e-vehicle wonderland\" by 2004, and a wide
variety of powerful players will engage on the telematics battlefield,
according to a new global study by Roland Berger Strategy Consultants, a
strategy consulting firm in the industry.

Chang, L. Read Me, Recharge Me, Put Me in Your Wallet. New York, NY.

(news) A new advertising strategy is targeting riders of New York City
public transportation. According to the Metropolitan Transportation
Authority (MTA), almost three-quarters of those riders now carry
electronic fare cards. Ads printed on the backs of the Metro cards
debuted in September 1997.

Charles River Associates Inc. (1/1/97). User Acceptance of ATIS Products
and Services: A Report of Qualitative Research.

Summarizes lessons drawn from a series of twelve focus groups held
during Fall 1996. The focus groups were conducted to appraise the
potential customer acceptance for key ITS products and services directed
at individual consumers. The objectives of the focus groups were to
improve understanding of current consumer reactions to ATIS product
concepts and help develop improved methods for subsequent quantitative
customer acceptance surveys

Charles River Associates Inc. (3/1/96). User Acceptance of ATIS Products
and Services: A Briefing Book on the Current State of JPO Research.

Designed as a briefing book on customer acceptance for senior management
of the JPO in preparation for Congressional appropriations hearings.
Sections include how people make current travel decisions, what forms of
ATIS are currently available to individual travelers, what user
acceptance research has been carried out, and how new JPO-sponsored user
acceptance work for ATIS should be planned.

Cloyd, M. (Jan/Feb 2001). Designing User-Centered Web Applications in
Web Time. [IEEE Software]{.underline}**:** 62-69.

As designers struggle to develop Web applications \"in webtime,\" they
are under the added pressure of delivering usability. This author
describes her company\'s successful transformation to user-driven
processes for designing e-commerce applications. She also offers
strategies for introducing human factors methods into a reluctant
development organization.

Colley, J. (2/23/01). Trouble With Traffic: TranStar Turns to Web to
Speed Commuter Drive Times. Houston, TX.

(news) Houston TranStar, organized by Harris County, the City of
Houston, the Metropolitan Transit Authority and the Texas Department of
Transportation, coordinates emergency management for the entire Houston
area. It also targets transportation management with such technologies
as freeway surveillance cameras, message sighs an speed sensors. It
funnels traffic information to media outlets for regular drive-time
reports.

Cue (2/22/01). Cue Company Information.

Large radio data network, founded in 1984 by Nokia. Offers nationwide,
regional, and local messaging, as well as data services, including
real-time traffic information

Dailey, D., M. Haselkorn, et al. (1/1/98). A Structured Approach to
Developing Real-Time Distributed Network Applications for ITS
Deployment.

Framework for addressing ITS-specific networks, e.g., reliability
issues, fault tolerance, etc

David, R. (3/6/01). \"Smart Cars\" Will Make Crash Victims Easier to
Find.

Communications tools used in luxury cars to find the nearest ATM are
being combined with automotive \"black box\"-type crash sensors in ways
that researchers hope will soon save thousands of lives each year.

Delio, M. (9/6/00). Mobile Phones Redefine Cities.

(news) According to \"Life in the Real-Time City: Mobile Telephones and
Urban Metabolism,\" mobile phones are changing the world more profoundly
than any other new technology. Anthony Townsend, an associate research
scientist at New York University\'s Taub Urban Research Center, which
released the report, believes that the productivity gains associated
with the proliferation of mobile phones \-- if measurable \-- would be
far greater than the gains attributed to the personal computer or the
Internet.

Diaz, C. (3/27/01). Wireless World Hears Call of Voice Recognition
Software. New York.

(news) The next generation of wireless infrastructure base on voice
recognition will bring user-friendlier applications to every-day devices
like cell phones and handheld computers on what many are already dubbing
the next Internet-like revolution. SpeechWorks Inc., a maker of voice
recognition software, with funding from the U.S. Defense Advanced
Research Projects Agency (DARPA), responsible for the development of the
principles of the Internet, has been working on the research of
speech-based multimodal access to content on wireless devices.

Downie, J. (Feb. 2001). In-Vehicle Telematics - Key Market Trends,
Opportunities, Issues and Challenges: Presentation to Microsoft
Telematics Conference.

(presentation) Key telematics market trend and issues.

Dowsett, S. (3/14/01). Trafficmaster recuperates on upbeat results.

British traffic information provider Trafficmaster clawed back some
losses following upbeat results and a deal with hand-held computer giant
Palm.

DSRC (1997). Web Resources for DSRC Standardization. Austin, TX.

A list of Web site with background information on key issues underlying
DSRC standards

Dvorak, J. (3/12/01). Somebody Will be Watching You Eventually.

Discussion of \@Road, a company that uses established telecommunications
infrastructure to create systems that track and dispatch fleet vehicles,
police, ambulances, school buses, cabs.

Gardner, E. (Apr. 2001). Embedded: Cars to Kitchens. [UPSIDE
magazine]{.underline}. Troy, MI.

(article) General Motors (GM) subsidiary OnStar\'s project on telematics
\-- the embedding of electronic microprocessors into automobiles \-- to
be a \$5 billion industry in the coming years.

Georgia Institute of Technology (2/19/01). A New Kind of Information
Highway Emerging in Nation\'s Cities.

(news) Urban transit systems would take advantage of state-of-the-art
computing and communications technology, according to latest research at
Georgia Tech. Software is replacing hardware such a roads, cars and
rails.

Geoworks (3/20/01). Geoworks Teams with U.S. Wireless, Nuance, and
Maptuit in Technology Trial.

Geoworks, U.S. Wireless, Nuance (leader in Voice Web software), and
Maptuit (leading supplier of wireline and wireless Internet
location-based services are teaming to conduct a technology trial to
combine wireless data, position location, and voice and mapping
technologies. The technology trial will provide a voice interface on
cellular devices for ATM location requests.

Goodwin, C., S. Gordon, et al. (3/31/99). Location Referencing Message
Specification, Spatial Data Interoperability Protocol for ITS Project.

\"This document describes the Location Referencing Message Specification
(LRMS), a set of standard interfaces for the transmission of location
references between different components of Intelligent Transportation
Systems (ITS). The LRMS facilitates the movement of ITS data having the
attribute of location \-- typically, but not always, on a transportation
network.

Having standard interfaces (formats and definitions of data elements)
enables the communication of a location of an event or thing from one
component of an ITS system to another in an unambiguous and mutually
understandable way. Having more than one standard interface is necessary
given the variety of ITS application domains in integrated systems for
cities and regions. For example, the location of a traffic accident
could be communicated from a police car to a central site, which would
estimate the impact of the accident on traffic patterns. The central
site could then communicate a sequence of driving directions, made up of
a sequence of location references, to an automobile's navigation system
in order to divert the traffic around the accident area. During this
process, the location of the accident and its impacts would be expressed
in different ways, since what is appropriate for a police car may not be
appropriate for a central site or for a private automobile. The LRMS
specifies more than one interface option so that an application can use
the appropriate option for its computer systems, digital map data sets,
communications media, and users.\"

GPS World (2/1/01). Keeping Track of RF. [GPS World]{.underline}.

(news) Tomorrow\'s high speed trains will depend on data radio
communications, controlled by GPS. Operating a mix high speed passenger
and freight trains in the same corridor requires an innovative safety
system such as Positive Train Separation (PTS).

Greimel, H. A. (3/1/01). Technology: Car Makers Seek Pole Position on
Information Superhighway. Geneva.

news. At the Geneva auto show, telematics and online services automakers
are rushing to develop in hopes of eking out an extra profit. While
European automakers lag behind their U.S. counterparts in rolling out
onboard Internet access, the new software capitalizes on Europe\'s
expansive mobile phone coverage to bring faster, more reliable
connections.

Grenier, M. (2/18/01). More People Have Access to Internet But Digital
Divide Persists, Study Says.

(news) Though the Internet accessibility prevails, the oldest and
poorest adults still lag behind those who are younger and wealthier,
according to a study by Pew Internet and American Life Project.

Havinoviski, G. N. (1/10/00). Data Security and Privacy Task Force:
Brief Overview of Activities: A Presentation to the ITS America ATIS
Committee, Wilbur Smith Associates.

promoting awareness of ITS data security an privacy concerns.

Hecker, J. (3/21/01). How to Make a Simple 2.425GHz Helical Aerial for
Wireless ISM Band Device**:** 14 pages.

How to construct an aerial that can be used with other equipment that
requires a broad bandwidth in the 2.425GHz band such as the new 802.11
wireless network cards or video transmitters

Hicks, B. and M. Carter (12/1/00). What Have We Learned About Arterial
Management.

Chapter 3 in a larger report: What Have We Learned About ITS. Presents
what has been learned (levels of deployment, benefits, deployment
challenges, and future steps) for four principal areas of arterial
management: Adaptive Control Strategies, ATIS, automated enforcement,
and integration. For ATIS, limited dissemination is in part due to lack
of surveillance on arterial streets and the absence of commonly
understood method of describing conditions on arterial streets. Advent
of new technologies increases the likelihood that arterial information
will make its way into traveler information systems.

Houck, J. B. (5/8/01). Rand McNally Handheld Trip Planner Hits the
Roadwireless.

The new handhelds, TripLink and Pocket TripLink, will let users download
address-to-address, turn-by-turn driving directions from the Internet
and will provide information about highways and points of interest.

Howe, P. G. (3/19/01). Firm to Give Its Message a Voice: Flight Alert
Service to Be Expanded.

(news) OAG Worldwide, publishers of the Official Airline Guide, has
chosen Billerica-based Envoy Worldwide to add voice notification to its
existing service that automatically sends messages to cell phones, Palm
Pilots, and other handheld devices with flight change information.

Hu, P., E. Chang, et al. (11/30/00). \"Initial ADUS Studies and Reviews:
Cross-Cutting Studies and State-of-the-Practice Reviews Interim Report 1
Cross-Cutting Studies and State-of-the-Practice Reviews Interim Report
1\".

\"Intelligent Transportation Systems (ITS) provide and use information
about transportation conditions to improve system performance in such
areas as safety, mobility, efficiency and environment. Typically, ITS
generates massive amounts of data about the current situation that are
used primarily by transportation authorities to effectively operate and
manage their transportation systems, and by private individuals and
industry to manage trips. These primary uses provide short-term, even
real-time, information regarding the transportation systems' current
conditions and driver

and passenger choices.

The increasing deployment of ITS and the amount and variety of
ITS-generated data

throughout the nation also offer great potential for longer-term
transportation planning. Often, ITS-generated data and information might
be similar or better than that traditionally used in transportation
planning, operations, administration, and research. Some types of
ITS-generated data may have no traditional counterparts but offer the
potential for new and extended applications in these longer-term
planning areas. Archived ITS-generated data can provide a valuable
resource for such longer-term uses. Therefore, the Archived Data User
Service (ADUS) was incorporated into the National ITS Architecture in
September 1999 to help realize the potential usefulness of ITS data. A
US Department of Transportation multi-agency, 5-year ITS Data Archiving
Program Plan was developed based upon the vision of "improving
transportation decisions through the archiving and sharing of ITS
generated data." The plan includes program elements that need to be
accomplished to meet the plan's goals and objectives. Initial program
elements of the plan (Wave I) include an "ADUS State of the Practice and
Legacy Systems Review," and a "Study of Innovative Uses of ADUS" which
includes reports covering the data and applications for various subject
areas..

The subject areas include: (1) roadway/traffic, (2) transit, (3) safety,
(4) freight, commercial vehicle operations, and rail, (5)
rural/statewide, and (6) metropolitan planning processes.

Many ADUS applications are now ongoing, or in the process of being
implemented. Some of these systems for archiving traffic and highway
monitoring data have been reported in a recent report .\"

Huhns, M. (Nov/Dec 2000). An Agent-Based Global Economy. [IEEE Internet
Computing]{.underline}**:** 83-84.

Agents will continue to evolve from assistants into decision-makers, and
their autonomy and responsibility will increase. Ultimately,
transactions among economic software agents will constitute an essential
and perhaps even dominant portion of the world economy.

IEEE and USDOT (Jan. 2000). IEEE Std 1489 - 1999 Standard of Data
Dictionaries for Intelligent Transportation SystemsITS Standards (Fact
Sheet). [ITS Standards Fact Sheet]{.underline}. Washington, DC.

Coversheet. IEEE Std 1489 - 1999, Standards for Data Dictionaries for
Intelligent Transportation Systems established a national standard for
defining data concepts. It allows transpiration systems to interoperate.
This standard embraces features of existing worldwide and U.S. national
interconnectivity standards on how information is defined in open
systems.

IEEE and USDOT (July. 2000). IEEE SH94633 through SH94638 (Books 106)
The Survey and Analysis of Extending Standards and Those Under
Development Applicable to the Needs of the Intelligent Transportation
System (ITS) Short-Range and Wide-Area Wireless Communications ITS
Standards (Fact Sheet). [ITS Standards Fact Sheet]{.underline}.
Washington, DC.

Cover sheet. The six documents, IEEE SH 94633-94638, \'The Survey and
Analysis of Existing Standards and Those Under Development Applicable to
the Needs of the Intelligent Transportation System (ITS) Short-Range and
Wide-Area Wireless Communications\' were written in response to a
request by the FEHA for a survey of communications, technologies,
practices, and standard relevant to the ITS short-range and wide-area
wireless and wireless communications.

InterTrak Tracking Services, L. L. C. (2/28/01). InterTrak Combines
Automated GPS Tracking with Live Response Center to Deliver Affordable
Automotive Security. Frisco, TX.

(PRNEWS) InterTrak Tracking Services, L.L.C., an emergent telematics
equipment and service provider, launched the first emergency vehicle
location service without a monthly fee. InterTrak Tracing Services has
partnered with TelEvoke, Inc. and the Aeris.net MicroBurst® cellular
network to deliver affordable automotive tracking and security to an
expanded market of customers.

ITE (1/1/01). Operations in A Regional Transportation Organization
Environment. [ITE]{.underline}.

As a part of National Dialogue on Transportation Operations being led by
Federal Highway Administration and the Institute of Transportation
Engineers, the Institute plans to produce a case-study report examining
several regional approaches to transpiration management.

ITS America (2/5/01). Edwards and Kelsey Takes a Bite out of the Big
Apple\'s Traffic Congestion.

Discusses EK\'s FMView, a versatile software application that provides
real-time, real-world information and aids traffic control operators in
the early detection of traffic incidents. EK is performing all aspects
of the design including systems engineering, communications and software
development, and convention civil and electrical design.

ITS America (3/15/01). Wireless Industry Petitions FCC for
Reconsideration of 211 and 511.

The Petitions for Reconsideration bring up issues in the following
areas: procedural and administrative; competitive; implementation;
number assignment; and access to information. The Petitions do not take
away the assignment of 511 for traveler information, they do request
that the FCC address the concerns raised in them.

ITS America (3/17/01). Telematics, Location-Based Services: What
Customers Want.

As public interest in and familiarity with telematics gradually builds,
recent studies find emerging trends and preferences: telematics as
loyalty builder; beyond safety, research shows interest in e-mail,
navigation, traffic, IVR systems; users prove telematics-based route
assistance not a tool just for out-of-town trips

ITS America (3/20/01). Telematics Likely to be Driven by Warranty and
Insurance Savings. Munich, ITS America.

(news) Warranty and insurance could ultimately justify the installation
of a telematics control unit, irrespective of the monthly subscription
model. According to Deutsche Bank\'s Ken Blaschke, \"Telematics is
likely to be driven by warranty and insurance savings\...The key factors
for a successful telematics industry appear to be; (1) warranty cost
savings from telematics-enabled vehicles, \$100-500 per vehicle, (2)
insurance savings from fewer stolen vehicles, over \$7 billion
stolen/year, (3) amount consumers will be willing to pay for telematics
in the vehicle, and (4)recovering the cost of the Telematics control
unit (TCU).

ITS America (3/21/01). Nokia, Motorola, Ericsson, and Siemens to Further
Advance the Development of Personal Mobile Services through XHTML.

Leaders in the mobile communications and content industries have
announced that they are supporting the XHTML markup language as the
format for the future evolution of mobile services. The companies also
expressed their intention to develop products, content, and services
based on the XHTML language.

ITS America (3/27/01). ITS America Urges Members to Respond to FCC, and
Issues General Guidance to Assist. [ITSNEWS]{.underline}. Washington,
DC.

(news) Five national cellular companies and the CTIA have formally
submitted to the FCC Petitions for Reconsideration of 211 & 511. ITS
America believes it is important that 511 stakeholders, and all members
in general, express their views to the FCC on these petitions, and
therefore is distributing the guidance and a request that members submit
comments opposing the arguments advanced by the wireless phone
companies.

ITS Cooperative Deployment Network ITS Deployment Along the Silicon
Valley Smart Corridor \-- Part 1: A Discussion with Jim Helmer, Deputy
Director, San Jose Department of Transportation.

newsletter (discussion). Discussion with Jim Helmer, Deputy Director of
the San Jose CADOT on the \"Silicon Valley Smart Corridor\", the most
ambitious corridor-wide ITS deployment initiatives in the country.

ITS Cooperative Deployment Network ITS Deployment Along the Silicon
Valley Smart Corridor \-- Part 2: A Discussion with Ron Northouse,
Senior Traffic Engineer, San Jose Department of Transportation.

newsletter. Discussion with Ron Northouse, Senior Traffic Engineer of
San Jose CADOT on the \"Silicon Valley Smart Corridor\", and its
challenges of a \"data-driven\" traffic management system, unexpected
communication system breaks, in particular.

ITS Cooperative Deployment Network Seasoning rWeather: Lessons Learned
in Providing Road Weather Information to Travelers: A Discussion with
Project Manager Bill Brown from Washington State DOT**:** 10 pages.

newsletter. The rWeather web site in Washington State is one of the more
ambitious attempts yet to provide traveling public with timely
information about roadway weather condition. The site enables travelers
to access approximately 350 weather stations, traffic cameras, and pass
reports across the state. ICDN Editor Jerry Werner discussed the
evolution of the Web site with rWeather Project Manager Bill Brown from
Washington State DOT.

ITS Cooperative Deployment Network TravInvo® II Heads Towards
Deployment: A Discussion with Emily Van Wagner and Michael Berman.

(newsletter) Since the mid -1990s, the San Francisco Bay Area\'s
TravInfo® project has been well-known traveler information projects.
Over two years after the conclusion of the TravInfo field operational
test (FOT), the project remains one of the largest traveler information
initiatives led by a Metropolitan Transportation Commission (MTC). While
the societal value of such traveler information projects (and the
public\'s \"willingness to pay\" for premium traveler information) is
still largely unproven, MTC remains firmly convinced in the intrinsic
value of traveler information to both commuters and the transportation
infrastructure itself. ICDN Editor, Jerry Werner discussed the strategy
and objectives of TravInfo II, the next phase of the operation, with
co-project managers Emily Van Wagner and Michael Berman.

ITS Cooperative Deployment Network ( .). ITS Deployment Experience in
the \'Burbs: A Discussion with Shirley Land Transportation Manager City
of Mission Viejo, CA.

Johnson, C. and E. L. Thomas (9/1/99). Developing a Regional ITS
Architecture, A Cross-Cutting Study.

\"A regional intelligent transportation systems (ITS) architecture
provides states and localities with a framework for sharing information
and a structure for integrating new ITS projects with existing systems.
Sharing information helps to maximize the ability of agencies to meet
specific transportation management needs. A basis for addressing these
needs has been established through such initiatives as the National ITS
Architecture and special incentive funding. These initiatives, along
with a growing understanding of the value of sound systems engineering
practices, are making a strong case for regional and statewide ITS
integration.

> This report highlights cross-cutting findings and perspectives gleaned
> from a series of case studies that examined the development processes
> of regional and statewide ITS architectures. In selected instances,
> relevant findings from the commercial vehicle cross-cutting study of
> electronic credentialing in Kentucky, Virginia, and Maryland also are
> included in this report.
>
> Five of the six studies were conducted by the U.S. Department of
> Transportation's (U.S. DOT) Volpe National Transportation Systems
> Center, under the sponsorship of U.S. DOT's ITS Joint Program Office,
> and in coordination with the Federal Highway Administration and the
> Federal Transit Administration. The Houston study was conducted by
> Mitretek Systems, with support from the Volpe Center. Credit and
> appreciation goes to stakeholders at each site who took the time
> necessary to tell the story of their site's regional ITS architecture
> development process. Each of the cases is unique. What is compelling
> about them is the way in which each site dealt with the main issues
> inherent in the regional ITS architecture development process.
> Generally, these issues can be grouped around steps toward regional
> ITS architecture development: laying a foundation, gathering
> stakeholders, organization and governance, outreach and education,
> resources, and implementation and maintenance. Cross-cutting findings
> specific to these topics are discussed in this paper.\"

Kantowitz, B. and J. Foley Telematics Exclusive: Driver Focus - A
Crucial Part of Telematics.

News. The message-laden telematics environment may be an area ripe for
new federal transportation-safety regulations (B. Kantowitz 5/4/01). The
challenge for the human factors community is to help guide technology
companies into practices that enhances safe operations not inhibit
deployments.

Kelly, K. (2/13/01). Kelly on Autos: The Telematics War Begins at GM And
Chrysler. [Bridge News Commentary]{.underline}. Detroit, MI.

(news) Daimler Chrysler and GM have been competing on their telematics
systems. Chrysler brought media to its Liberty project center in
suburban Detroit to see its new I .T. Cruiser, a P.T. Cruiser loaded
with telematics to compete GM\'s OnStar. Partners for both GM and
Daimler Chrysler include Sun Microsystems.

Kenworth (1/24/01). The Truck of the Future. Australia.

News. New technology that improves the safety of truck drivers and other
road users has been demonstrated by Australian truck manufacture
Kenworth Trucks with the launch of the most advance heavy truck, \"Truck
of the Future\", the company has built so far.

Kirsner, S. (May 2001). All Talk, All the Time: Can Speech Recognition
System Deliver Real Business Benefits?

News. Speech recognition services are still at the premature stage.
Future predictions are: the voice on a company\'s speech recognition
system will become an important extension of that company\'s brand;
voice verification technology will be slow to roll out; and more
companies will use speech apps to support employees.

Knight, J. (3/8/01). Harman Fine-Tuning A \"Telematics\" Plan.

Harman International Industries is producing he telematics that BMW will
include as standard equipment on the 2002 7 Series. In the center
consol, what looks like a television screen will serve as both display
and control panel not only for the radio, CD changer, and multi-speaker
sound system, but also for the satellite navigation system, the
anti-theft alarm, the climate controls, the cellular phone, with
wireless e-mail and Internet access thrown in.

Knox, R. (6/7/2000). XML Has Begun to Prove Its Usefulness, Gartner
First Take.

PureEdge announced that the SEC has chosen its XML-based InternetForms
product to help companies provide required information to the SEC\'s
Edgar financial information system via the Internet. PureEdge\'s e-forms
enable enterprises to fill out forms and submit them to the SEC
securely; companies submit the filings using public key infrastructure
and certificates from VeriSign. As a further layer of security,
enterprises can opt to sign their submissions digitally.

Kolton, G. (4/3/01). Traffic.com to Provide Traffic Information To EMMIS
Communications\' Radio Stations: Service Began April 1st in New York,
Los Angeles and Indianapolis. Wayne, PA.

news. Traffic.com, a provider of digital traffic and logistics
information, announced that it has executed a two-year agreement with
EMMIS Communications (NASDAQ:EMMS) to provide traffic information to 22
EMMIS radio stations in seven major markets. Included are on-air reports
to the stations and customized updates available on the stations\'
respective websites.

Kulisch, E. (12/13/00). Maryland County Eases the Commute.

Provides information on two new projects in Maryland: a system that
directs drivers to commuter parking lots that are not full and signs at
bus stops to show riders how many minutes will pass before their bus
arrives.

LA Magazine LA Magazine Cover Story: Hard Drive. Los Angeles.

article. A story about traffic jams on L.A.\'s freeways

Lappin, J. (1/1/00). Advanced Traveler Information Service (ATIS): Who
Are ATIS Customers?

Based on the work of the MMDI Customer Satisfaction evaluation team.
Sections include: external factors influencing customer demand, using
attitudes and values to segment the ATIS market, classification of MMDI
customers, ATIS traffic customer characteristics, ATIS transit customer
characteristics

Lappin, J. (2/9 -10/00). Advanced Traveler Information Service (ATIS):
What do ATIS Customers Want? Cambridge, MA, EG&G Services/Volpe Center.

(presentation) Based on the work of the MMDI Customer Satisfaction
evaluation team. Synthesizes findings from customer satisfaction
research and evaluations dating back to 1996, including several field
operational tests.

Lappin, J. (12/1/00). What Have We Learned about ATIS and Customer
Satisfaction.

Chapter 4 in a larger report: What Have We Learned About ITS.
Synthesizes customer satisfaction findings from ATIS research and
evaluations dating from 1996. Finds that demand for ATIS is based on 4
factors: regional traffic context, quality of ATIS services, individual
trip characteristics, and characteristics of the traveler.

Ledford, J. (3/14/01). The Lane Ranger: L.A. Commuters Go Online with
Traffic Plan for Us All. Atlanta, GA.

(article) In Los Angeles, ground zero for traffic, commuters are
registering to receive e-mails form a Web-based traffic service that
will attempt to predict congestion up to an hour in advance.

Lipman, L. A. (2/28/01). Technology: Mathematics Proof Touted as Key to
Unbreakable Codes. Boston, MA.

news. Michael Rabin, a Harvard computer science professor, claims he had
developed a mathematical proof of an unbreakable code indecipherable
even by the most powerful computers.

Lockheed Martin Federal Systems (Odetics Intelligent Transportation
Systems Division) (Jan. 1996). ITS Standards Development Plan.
Washington, DC, USDOT FHWA.

The Standards Development Plan identifies potential standards areas,
reviews existing standards efforts, describes a general process to
assist standards development, and suggests beneficial actions to support
and encourage ITS deployment. This document is intended for use as a
guide to using the architecture. It is directed toward standards
development organizations, product developers, service providers, and
public agencies at all levels.

Lockheed Martin Federal Systems (Odetics Intelligent Transportation
Systems Division) (Dec. 1999). Executive Summaries. Washington, DC,
USDOT FHWA.

ITS opportune and overview of National ITS Architecture

Lofholm, N. (3/23/01). Information Highway Hits the Road. Denver, CO,
Denver Post Western Slope Bureau.

1,200 miles of fiber-optic limes will be buried along interstate
roadways for Kansas to Utah and in a ring around Denver. Drivers will be
able to log on to the Internet and see road conditions recorded by
roadside cameras and electronic weather devices. Along the way, more
roadside electronic message boards or radio advisories will let drivers
know of rockslides, avalanches, weather delays, and traffic bottlenecks.
Truckers will have a few added benefits Their loads will eventually be
weighed on the fly and permits issued electronically while they drive.

Luening, E. Z. (2/9/01). Cell Phone Tracker Finds Big-Name Investors.

(news) Intel and Ericsson have invested in an upstart company, Cambridge
Positioning Systems (CPS) that builds technology for tracking cellular
phones to a 50-meter area using a Global System for Mobile communication
(GSM) methods it calls Enhanced Observed Time Difference.

Mainelli, J. (2/22/01). Radio Traffic Jam Ahead.

Describes Clear Channel\'s entry into the New York traffic report arena,
currently served by MetroNetworks/Shadow Traffic.

Malone, B. (2/2/01). Voice Activated Technology Begins To Sound OK.

Trends and directions in the development of speech codecs and their
potential applications to travel systems

Mangalindan, M. (2/15/01). Firm Tackles Timeless Query: \'Where\'s That
Doggone Bus?\' [The Wall Street Journal]{.underline}.

article. Highlights new technology from NextBus Information Systems,
Inc, a company that lets bus riders log onto the web through a cell
phone, pager, or PDA to retrieve information on when the next bus will
arrive on their selected route, direction, and bus stop.

May, M. (3/20/01). New \'Web Cams to Guide I-70 Commute. Delaware.

(news) The Ohio Department of Transportation (ODOT)\'s new \"Web Cam\"
system, posted at ww.I-70.org, allows motorists to access real-time
traffic images along the Interstate 70/71 corridor from their home or
office computer.

McDonough, B. (2/14/01). Televigation Maps the Future. Sunnyvale, CA.

(news) Televigation is preparing of third-quarter rollout of
TeleNavigation.voice, a system that ups the ante for telematics
direction services in two ways: First, it\'s voice activated, and
second, it runs off your cell phone rather than an expensive device
built into your vehicle.

McDonough, D. J. (5/7/01). Cell Phones to Battle Traffic Jams.

(news) Metrocall Inc. has launched a personalized traffic information
service that will be delivered in real-time through its messaging and
two-way wireless products \-- allowing drivers to find an alternate
route.

McLean, C. C. A. (2/28/01). National Public Safety Leader Encourages
Location Technology. Scottsdale, AZ.

news. Thera Bradshaw, the Executive Director of City and County of San
Francisco, and also the First Vice President of the Association of
Public Safety Communications Officials (APCO) and a director of the
ComCARE Alliance, told a conference audience on \"telematics\" that AOCI
will \"lead the charge to ensure that the rules to implement wireless
location technologies are not delayed. We will also do everything we can
to ensure that wireless companies that deploy this life saving
technology are publicly acknowledged. Wireless is a wonderful safety
technology already; this additional improvement can and should be a
win/win.\"

MenDez-Wilson, D. (2/12/01). Plotting The Location Points.

(news) Webrasla, a Poissy, France-based global provider of personal
navigation, mapping and traffic software platforms, recently secured
\$49 million in second-round financing and is ready on the American
market.

Miller, J. (3/20/01). GM launches hands-free phone service.

GM rolls out a hands-free phone service with its OnStar package in
Southeast Michigan

Mitretek Systems, I. (1/24/00). Surface Transportation Weather Decision
Support Requirement: Draft (truncated\*) Version 1.0 Advanced-Integrated
Decision Support Using Weather Information for Surface Transportation
Decisions Makers. Washington, DC, MITRETEK.

The Surface Transportation Weather Decision Support Requirements
(STWDSR) document, version 1.0 provides background for stakeholder
participation in the development of requirements for a concept called
the Weather Information for Surface Transportation Decision Support
System (WISTDSS). This STWDSRV1.0 gives baseline information on current
practice and deficiencies and outlines the methodology for stakeholder
participation.

Moran, T. (5/4/01). Telematics: Location, location, location.

News. Telematics is platform-indifferent, and soon, the luxury end of
the market will not have the volume to support a telematics service
industry on its own. It would become valueless to the automakers, unless
they rapidly change the entire retail market, but precious to those with
things to sell right nowNews.

Moran, T. (5/25/01). Customer Relationship May Be Driver for OEM
Telematics Services.

news. Analysis and automaker representative say OEM automakers may not
share in huge telematics revenue streams, but may need to use customer
relationship management through telematics to ensure future sales.

Moran, T. (5/25/01). Revenue Roadmap Still Undefined for Telematics,
Panel Finds.

news. The road to revenue from telematics service is still emerging, and
future income is clouded by debate over which technologies and what
delivery systems will prove acceptable to motorists, panelists at the
EyeforAuto Telematics Conference said.

Moran, T. (5/25/01). Standards: A Telematics Obstacle, or Necessity.

news. Standards are a double-edged sword when it comes to introducing
telematics in vehicles.

Morris, J. (3/11/01). Car of the Future Will be a . . . Browser on
Wheels.

Automakers are feverishly working to introduce a host of electronics
into the car that promises to make the cell phone look quaint \--
onboard Internet access, fax machines, real-time traffic advisories,
satellite-fed audio and video.

Motorola (3/21/01). iRadio Telematics System: A Revolution for In-Car
Entertainment and Communications.

Motorola announces iRadio, an end-to-end telematics solution designed to
offer a wide variety of services delivered wirelessly to the car

Murray, C. (3/6/01). Auto Industry Races for Media Revolution. [EE
Times]{.underline}.

(news) The products and technology behind mobile multimedia revolution
were on display at the Society of Automotive Engineers 2001 World
Congress in Detroit. Article discusses the view that the revolution in
automobile technology will not happen unless automakers develop standard
electrical architecture that easily allow for the addition of new
features.

Nagao, K., et al. (2001). Semantic Annotation and Transcoding: Making
Web Content More Accessible. [IEEE]{.underline}**:** 69-81.

A method for constructing a superstructure on the Web using XML and
external annotations to Web documents is proposed. Three approaches for
annotating documents are: linguistic, commentary, and multimedia. The
result is annotated documents that computers can understand and process
more easily, allowing content to reach a wider audience with minimal
overhead.

NEMA, ITE, et al. (Mar. 2001). NTCIP 2202 (Draft): National
Transportation Communications for ITS Protocol (NTCIP) - Internet
(TCP/IP and UDP/IP) Transport Profile

ITS Standards Fact Sheet. [ITS Standards Fact Sheet]{.underline}.
Washington, DC.

Coversheet. NTCIP 2202 - Internet (TCP/IP and UDP/IP) Transport Profile,
defines a combination of base standards and protocols used to provide
specific functions and services for layers 3 (network or routing of
packets) and 4 (transport or message handling) of the Open Systems
Interconnection (OSI) Reference Model (ISO/IEC 7498-1). The
seven-layered model descries the basic functions and services of
communication protocols.

NEMA and USDOT (Mar 2001). NTCIP 2305 (Draft): National Transportation
Communications for ITS Protocol (NTCIP) Application Profile for Common
Object Request Broker Architecture (CORBA). [ITS Standards Fact
Sheet]{.underline}. Washington, DC.

Coversheet. NTCIP2305 - Application Profile for Common Object Request
Broker Architecture (CORBA), is one of two center-to-center protocol
defined by the NTCIP, the other being NTCIP 2305, Common Object Request
Broker Architecture (CORBA). It is a general-purpose protocol of
object-oriented software packages that allows systems from different
manufactures to exchange data and interoperate with each other,
specifying how CORBA is to be used for center-to-center communications
for transportation information within the United States.

NEMA and USDOT (Mar. 2001). NTCIP 2301: (Draft) National Transportation
Communication for ITS Protocol (NTCIP) - Application Profile for Simple
Transportation Management Framework (STMF) ITS Standards Fact Sheet.
[ITS Standards Fact Sheet]{.underline}. Washington, DC.

Coversheet. NTCIP 2301 - Application Profile for Simple Transportation
Management Framework (STMF) specifies base standards and protocols that
are to be used to provide specific communications functions and
services. It addresses layers 5 (session layer), 6 (presentation layer),
and 7 (application layer) of the Open Systems Interconnection (OSI)
Reference Model (ISO/IEC 7498), a seven-layered model that describes the
basic functions and services of communication protocols.

NextBus (3/13/01). Vail to Provide Real-Time Passenger Information With
NextBus System.

NextBus Information Systems bring real-time information to passengers
and transit managers in Vail, CO. Over 1.2 million passengers per year
use Vail\'s public transportation system. The NextBus tracking units
have been added to Vail\'s busiest transit route, which connects
visitors to three major ski portals and the resort\'s pedestrian-only
activity centers.

Nokia Mobile Phones (2/27/01). Nokia and Bertone-SKF Present Vision of
the Future at Geneva Motor Show. Geneva.

(news) Nokia unveiled future in-car wireless communication scenario at
the 71st Geneva Motor Show. The aim of Nokia\'s contribution to the
Bertone-SKF \"Filo\" concept car is to evoke ideas about how future
telematics may link the car with the outside world. Bertone is an
automotive design house, and SKF is a supplier of bearing and sealing
solutions. The audio entertainment system in the vehicle was designed
and developed by Bose Corporation.

Noronha, V., M. Goodchild, et al. (4/1/99). The LRMS Linear Referencing
Profile, Technical Evaluation.

The Linear Referencing Profile (LRP) is part of the Location Referencing
Message Specification (LRMS), a partial solution to interoperability
problems in location expression and exchange (LX) in Intelligent
Transportation Systems (ITS). This report is an evaluation of the LRP,
carried out by the Vehicle Intelligence and Transportation Analysis
Laboratory (VITAL) at the University of California, Santa Barbara. This
document assumes that the reader is familiar with the background to
interoperability problems in ITS and the LRMS effort.

Orski, C. K. (1/1/01). The Traveler Information Industry Today. [Traffic
Technology International]{.underline}.

Like much of the entire ITS industry, the traveler information sector is
in a state of flux. Contributing to the ferment are rapidly evolving
technology, rising competition, and changing expectations concerning
market demand and profitability.

Pearce, V. (12/1/00). What Have We Learned about Freeway, Incident, and
Emergency Management and Electronic Toll Collection.

Chapter 2 in a larger report: What Have We Learned About ITS. Discusses
that each of the ITS technologies included in this Chapter show
potential benefits, but only a few have reached widespread deployment.
Reasons for limited deployment vary for each technology, but include
cost, institutional barriers, uncertainty of benefits, and technological
incompatibilities.

Pfeil, S. (Apr 2001). Telematics Industry Kicks into High Gear.

(article) Recent rapid decreases in both equipment and service prices
are bringing telematics technology to more mid-priced automobiles. The
Strategies Group, a consulting firm in Washington, D.C., reports that
telematics was offered as an option or standard feature on approximately
25 percent to new cars in 2000.

Phipps, J. (2/22/01). Tracking Traffic Online Can Be \'Sticky\'
Proposition: Web Sites Offer Audience-Drawing Highway Info.

news. Tom Davidson, general manager for Tribune Interactive in Hampton
Roads, VA., managed the company\'s project to put traffic on all of its
newspaper and TV Web sites. Based on his evaluation, Tribune went with
Etak.com. The deciding factor became utility to the user. Web sites
offer audience-drawing information and newspapers are giving radio a run
for its money with on-line traffic monitoring services. Description on
one newspapers decision among three competitors \-- Etak, SmartRoute
Systems, and TrafficStation.

Poe, R. and B. 2.0) (5/1/01). Traffic Control.

Traffic.com (Wayne, Pa.), has begun rolling out a system in partnership
with the U.S. DOT to make radio traffic reports more accurate.
Traffic.com\'s Traffic Pulse currently covers Pittsburgh and part of
Philadelphia, and will extend its reach to 40 U.S. cities within three
years. The network gets data from sensors posted atop 20-to 30 foot
poles positioned along major commuter rotes. The sensors use microwave
radar to measure the speed, number, and density of vehicles. Every 60
seconds, their wireless modems send collected information to a main data
center in Philadelphia over networks run by AT&T and Verizon
Communications.

Pringle, D. (2/16/01). Cultures Clash Over Next Mobile Phone. [The Wall
Street Journal, B6]{.underline}. London.

(news) Describes break up of joint development project between Motorola
and Psion. Project was a personal organizer that would double as a
mobile phone. Motorola\'s focus was compact size, Psion\'s focus was
large screen for data display. Motorola Inc. and Psion PLC were
developing a personal organizer that would double as a mobile phone, but
Motorola wanted a shirt-pocket size device, while Psion envisioned a
bulkier gizmo with a large screen that could display plenty of data. The
Motorola-Psion clash, I.e. portability-versus-power chasm, highlights
the cultural and technical differences between the mobile-phone and
computer industries.

Radin, S. (2/9-10/00). Private Sector Perceptions and Public Sector
Activities. Scottsdale, AZ, USDOT/Volpe Center.

\"Synthesis of Metro ITS Deployment Surveys with the purpose of
determining the nature and extent of the data gap: Private sector needs

Public & private sector data availability\"

Radle, K. and S. Young (Jan/Feb 2001). Partnering Usability with
Development: How Three Organizations Succeeded. [IEEE
Software]{.underline}**:** 38-45.

Improving product usability enhances an organization\'s productivity.
Competitiveness, and profitability. However, integrating usability
practice into an organization is challenging. These case studies examine
how three organizations succeeded.

Ransom, K. (3/12/01). How OnStar and Wingcast Measure Up.

A war is currently being waged on the Telematics front, as OnStar,
Wingcast and other providers duke it out for market dominance. And not
only is that war far from being win, it may not even be winnable.

Raymund, P., T. L. Kunii, et al. (Jan/Feb 1999). Software Metrics
Knowledge and Databases for Project Management. [IEEE Transactions on
Knowledge and Data Engineering, Vol. 11, No. 1]{.underline}, IEEE**:**
1041-4347.

\"Construction and maintenance of large, high quality software projects
is a complex, error-prone, and difficult process. Tools employing
software database metrics can play an important role in efficient
execution and management of such large projects. In this paper, we
present a generic framework to address this problem. This framework
incorporates database and knowledge-base tools, a formal set of software
test and evaluation metrics, and suite of advanced analytic technique
for extracting information and knowledge from available data. The
proposed combination of critical metrics and analytic tools can enable
highly efficient and cost effective management of large and complex
software projects. The framework has potential for greatly reducing
venture risks and enhancing the production quality in the domain of
large software project management.\"

Reagle, J. (2/14/01). XML Encryption Activity Statement.

The XML Encryption explained

Rehor, K. (1/17/01). VoiceXML.

Background on Voice XML - non-technical.

Reuters (2/08/01). Cell-Loc, Nortel Team Up on Wireless Location Test.
Toronto, Canada.

(news) Cell-Loc Inc. (Toronto) said it would contact trials of its
wireless phone location technology with Nortel Network Corp in Texas,
and hopes to sell the system to telecommunications carries by the end of
the forth quarter.

Robinson, B. (3/19/01). Is It Too Late for Smart Cards? Chip-Card
Interest Is on the Rise Again As Online Security Requirements Boost
Demand.

(news) Online security requirements are expected to boost demand on
smart card, and improved technology coupled with dramatic price cuts are
rewriting the cost-benefit arguments that have traditionally weighed
against smart cards.

Rosencrance, L. (2/7/01). Transportation Exchange FreightWise Closes.

(news) FreightWise Inc., an Internet-based freight transportation
marketplace, is shutting down after only two months in business.

Rupert, B. (1/25/01). 511 Traveler Information Telephone Number. 511
Workshop, USDOT FHWA.

511 Traveler Information and USDOT activities

SAE and USDOT (Dec. 2000). SAE J2369: Standard for AITS Message Sets
Delivered Over Bandwidth Restricted Media

ITS Standards Fact Sheet. [ITS Standards Fact Sheet]{.underline}.
Washington, DC.

Coversheet. SAE J2369, \'Standard for ATIS Message Sets Deviled Over
Bandwidth Restricted Media\' is intended primarily for systems designers
who are building ATIS systems which require standardized message sets
for interoperation with other message standards (such as SAE J2354, TMD
External Message Set). Additionally, those who need to support multiple
end use devices with a common message set over a bandwidth-limited
channel will also find this standard useful.

SAE and USDOT (Dec. 2000). SAE J2540: (Draft) Messages for Handling
Strings and Look-Up Tables in ATIS Standards ITS Standards Fact Sheet.
[ITS Standards Fact Sheet]{.underline}. Washington, DC.

Coversheet. SAE J2540, \'Messages for Handling Strings and Look-Up
Tables in ATIS Standards\' provides the formatting rules used to
facilitate the conveyance of information strings between ATIS data
transmitters and data receivers. It allows a range of processing options
to be used from a common set of rules, and supports universal character
sets found in other languages. It provides a simple, uniform methods of
reconstructing message for end users. It also allows the use of complex
textual strings, incident phrases, and national tables (such as ITIS)
that can be deployed without making legacy systems obsolete, thus
promoting national interoperability and sustainable deployment. This
standard also contains a number of national tables used in the delivery
of incident descriptions over some media.

Santini, J. S.-E. D. B. (3/26/01). Utah One of First in Developing
Traffic Information Line: Once Complete, System Would Allow Motorists to
Call Nationwide to Find Local Traffic Conditions, StandardNET.

(news) Utah, along with four other states, was given the go-ahead to
start developing three-digit traveler information number \-- 511. Since
the program is intended to eventually be statewide \-- and nationwide
\-- phone number, the responsibility for developing a program that would
give drivers \"quick and easy answers\" fell on UDOT.

Schintler, L. and M. A. Farooque (2001). Partners In Motion and Traffic
Congestion in the Washington, D.C. Metropolitan Area, Center for
Transportation Policy and Logistics, School of Public Policy, George
Mason University.

The study uses a traffic simulation model to aid in the evaluation of
Partners In Motion of its objectives: improving the quality, quantity,
and availability of travel information to transportation agencies, the
media, and the public in the Washington, D.C. metropolitan area. The
report evaluates Partners In Motion, as it has developed over the last
two years and how it may evolve over the next decade, with respect to
the goal of reducing congestion.

Schreiber, G., et al. (2000). Knowledge Engineering and management: The
Common KADS Methodology. [US and England]{.underline}, The MIT Press.

Keywords: Knowledge Engineering, Knowledge-Model, Knowledge Systems
Design, UML, KADS, Knowledge Model Language

Schultz, M. (2/16/01). A Brave New World of Telematics.

(news) In-vehicle computing, or telematics, is expected to play an
important part in the development of tomorrow\'s automobiles. The
Strategies Group of Washington predicts that 84 percent of new cars sol
in 2004 will feature in vehicle computing systems.

Schuman, R. (1/11/01). Environmental Scan for ATIS. Washington, DC,
PBS&J.

Review ATIS vision/goals from program formation, and options on
activities needed to continue progress (5-10 year horizon)

Schuman, R. (2/27/01). 511 Case Studies \-- Arizona.

Case study focusing on the State of Arizona and its implementation of
statewide 511 services. Explains existing services and plans to
reprogram switches, expand capacity, include call forwarding to reach
appropriate transit agency, and deploy signage to advertise 511.

Schuman, R. and U. I. J. P. Office (Nov. 2000). 511 Case Studies
Kentucky.

A case study on the Commonwealth of Kentucky. The document contains five
sections: History/Perspective - Pre-511; Institutional Background in
Kentucky; Plans/Vision; Ongoing Activities; and Lesson Learned

Schwartz, J. (8/21/00). Ford and QUALCOMM Jump-Start the In-Car
Internet.

(news) Wingcast \-- a joint venture between Ford Motor Company and
QUALCOM \-- promises to turn vehicles into \"personalized portals to the
Internet.\" Ford brings its telematics technology and a big piece of the
auto market, while QULCOM brings its cdmaOne technology as well as the
upcoming cdma2000\'s multimegabit bandwidth.

Siemans-Gartner (1/31/01). Information Requirements to Support Traffic
Management Services on the NHS.

Approximately 50 data Requirement elements for freeways, arterials, and
tunnels-bridges by approximately 11 functional areas (freeway mgt,
incident mgt., etc.)

Sill, W. (2/2/01). Telematics - At A Regulatory Cross Roads?: AAA\'s
Efforts to Enter the Lucrative Market May Be Too Little, Too Late.

(news) In filings with the Federal Communications Commission, the
American Automobile Association (AAA), the provider of emergency
roadside assistance, formally requested that the FCC step in and
regulate the telematics industry, so that the auto industry does not
create a monopoly in the telematics marketplace.

Skarpness, B. and Battelle (5/5/00). Evaluation of the FORETELL(TM)
Consortium Operational Test: Weather Information for Surface
Transportation, FHWA Weather and Winter Mobility Program Surface
Transportation Weather Decision Support Requirements.

Slaton, J. Information Hits the Road: Drivers Can Be a Captive and
Lucrative Audience for Wireless Data Services.

Car manufactures are already beginning to roll out telematics - wireless
technology combined with location and remote diagnostics information in
an effort to seed a whole new market for \"smart cars\".

SmartRoute Systems (2/21/01). SmartRoute Systems Company Information
(Public Sector Partnership Division).

Focuses exclusively in traveler information data collection, fusion, and
dissemination. Creates public/private partnerships with government
agencies to build out the traveler info center and staff and operate the
center. Public sector commitment is to provide information to the
database and to purchase services.

Smith, B. (3/23/01). U.S. Drives the Telematics Show.

Forecasts of Telematics growth, with focus on OnStar, its competitors,
and Telematics\' entertainment component.

Sprint PCS, Sabre Holdings Corp, et al. (1/31/01). Sprint Works With
Sabre and Travelocity to Provide Travel Tools for Customers via Sprint
Wireless Web.

Sprint PCS customers who booked travel through a Sabre Connected travel
consultant will have instant and mobile access to their Virtually There
itineraries on their Sprint PCS Internet-ready phones.

Stowe, B. (3/30/01). A Technological Achievement Means More Competition
and Lower costs for WSDOT. Wenatchee, WA, Washington State DOT.

\"The biggest benefit is lower costs and better service in the long
run.\" Washington State Department of Transportation North Central
Assistant Regional Administrator for Maintenance, Bob Stowe talks about
the successful conclusion of a five-month effort to make ITS computer
programs from different manufactures compliant with new international
standards.

Sun Microsystems (3/15/01). Acunia to Showcase Java Technology in BMW
Car at Trade Fair.

As part of its \"ConnectedDrive\" strategy, BMW is demonstrating the
dynamic downloading of telematics services using a Communications
Administration Provider to a BMW X5 outfitted with an integrated Java
communications platform. Acunia is the developer of the Open Telematics
Framework, the first fully functional, end-to-end, Java-based open
software design for the entire telematics pipeline.

Swissler, B. (Feb. 2001). Revolutionizing Locomotives: Nexterna, GE
Transportation Systems and GE Harris Harmon Are On the Right Track With
the U.S. Rail Industry.

(news) Nexterna, GE Transportation Systems and GE Harris Harmon entered
a three-year partnership, announced 30, 2000, whereby GE Harris Harmon
will be the exclusive distributor of Nexterna\'s Mobile Resource
Management (MRM) technology in the North American locomotive market.

Telcordia Technologies, I. Intelligent Network Services Description:
Telcordia™ ICSP Advanced Intelligent Network Services.

(news) Telcordia™ ISCP\'s service description including: intelligent
network services; wireless intelligent network services; consultative
support; home location register; Internet service Gateway; and advanced
service management system.

Tellme (1/17/01). Tellme Company Information.

Developer of voice application, using VoiceXML, for the web.

Tellme (3/21/01). Tellme to Power ATT Wireless Voice-Activated Services.

Expanding services to its customers, ATT Wireless will use the Tellme
network to deliver voice applications

The Daily Telegraph (3/15/01). Trafficmaster\'s Lights Stuck on Amber.

Trafficmaster believes it is on the right road after completing the
switch from selling hardware to services and linking up with Palm to
deliver traffic information via a mobile link to handheld computers.

The Engineer (2/26/01). Focusing on In-Car Telematics.

D2 Vodafone in Germany and Vodafone UK, two subsidiaries of Vodafone
Group, have signed agreements to join forces with Forn of Europe to
bring voice-driven telematic safety, security, and information services
across Europe.

The Weather Team and Office of Safety and Traffic Operations Research
and Development FHWA USDOT (5/15/98). Weather Information For Surface
Transportation: A White Paper on Needs, Issues and Actions.

The White Paper focused on the needs of surface transportation decisions
for better support by weather information, integrated with other
information in the ITS. Findings are included from a special team
workshop and feedback from conference presentations, representing wide
participation by transportation and meteorological experts, in the
public and private sectors. The goals of the ITS program and of the FHWA
National Strategic Plan are to be met by a conceptual Weather
Information for Surface Transportation (WIST) System that will be part
of the ITS for use by surface transportation operators and travelers.
The goal of the WIST System is to achieve better outcomes in the surface
transportation system, and weather information is a resource to decision
making that can achieve this goal. Weather itself is a natural
constraint on transportation, but weather information as part of better
decision support can improve treatment of weather effects on surface
transportation facilities, allow travelers to cope better with
conditions, and expedite responses to weather-induced problems.

Thomson Financial (5/24/01). Microprocessor Cards Projected to Top
Memory Cards By 2005.

news. By 2005, smart card vendors will ship more microprocessor cards
used for wireless telephony, banking and network security than memory
chip cards used mainly for prepaid phone cards, according to the
European Smart Card Industry Association (Eurosmart).

Tiwana, A. and B. Raesh (May/Jun. 2001). Integrating Knowledge on the
Web. [IEEE Internet Computing]{.underline}, IEEE**:** 32-39.

The web provides a ubiquitous medium for seamlessly integrating
distributed applications, formats, and content, making it well suited
for enterprise knowledge management.

Toshiba (2/6/01.). Toshiba Announces World\'s First Image Recognition
LSI for Intelligent Vehicle System. Tokyo, Japan.

(news) Toshiba announced the world\'s first image recognition LSI
integrating a configurable media-processor. A version of the new LSI,
customized for an intelligent vehicle system was reported at the
International Solid-State Circuit Conference (ISSCC) in san Francisco.

Traffic Station (2/22/01). Traffic Station Company Information.

Provider of personalized, interactive traffic, transportation, and
traveler information for the Internet, wireless, and telematics markets.
Currently offers services to 28 major metro markets across North
America. Has been chosen for several MMDIs: AZTech in Phoenix, Trips 123
in the New York Metro Area, and TravInfo in the San Francisco Bay Area.

Traffic.com (2/22/01). traffic.com Company Information.

Provider of real time and predictive traffic information for consumers,
businesses, and government agencies. Features include: web-based
delivery of information, 24/7 availability, actual vehicle speeds,
current travel times between points, choice of communications platforms,
personalized routing, and a historical database. Available across
multiple platforms: radio, TV, cable TV, internet, wireless, telematics.

Trafficmaster (3/14/01). Trafficmaster Develops T-nav, A Full Feature,
In-car Navigation System Using Proven Mobile Telephone and GPS
Technology.

T-nav combines a powerful off-board server based routing system and
Trafficmaster\'s accurate live traffic flow data. Once the motorist has
logged the chosen route with the T-nav call center, using a standard
mobile phone, a route-guard service is automatically provided, watching
the route ahead and sending an automatic alert should traffic problems
be noted.

Transportation & Distribution (2/1/01). Internet Use Will Change Freight
Patterns. [Transportation & Distribution]{.underline}.

(news) A survey conducted by Morgan Stanley Dean Witter reveals a future
e-commerce impact on freight transportation with fewer carriers and
smaller, more frequent shipments.

Tribune Interactive (1/31/01). Tribune Interactive Signs Agreement with
Etak to Deliver Timely Road Conditions and Traffic Information via the
Web.

Announcement of agreement to give consumers access to current road
conditions and traffic information via several of Tribune Interactive\'s
newspaper Web sites

U.S. Wireless Corporation (12/13/00). U.S. Wireless Accelerates Location
of Network Deployment in Washington DC.

Announcement of selection of Wireless Facilities, Inc as the prime
contractor in the current build-out of Washington DC location and
traffic network. This deployment phase expands U.S. Wireless\' network
coverage to include the entire Beltway, as well as the B-W Parkway, all
of Arlington County, and portions of Tysons Corner.

U.S. Wireless Corporation (2/22/01). U.S. Wireless Company Information.

Provides instant, reliable, real-time location information, based on the
RadioCamera system.

U.S. Wireless Corporation (3/26/01.). U.S. Wireless Awarded Patent for
Locating and Tracking Wireless CDMA Devices, Using Location Pattern
Matching Technology.

The patent describes methods for determining the location of a wireless
CDMA device, based on patterns of multipath, or radio frequency
reflections, as the signal bounces off of obstructions while traveling
from the handset to the base station or receiving antenna. The
technology improves upon conventional line of sight location
technologies

U.S. Wireless Corporation (4/10/01). National Emergency Number
Association Puts U.S. Wireless\' E-911Caller-Location System \'to the
Test\'. San Ramon, CA.

U.S. Wireless Corporation announced that it has successfully complete a
series of tests for the National Emergency Number Association (NENA),
confirming that the U.S Wireless Radio Camera™ caller location system
satisfies the Phase II requirements of the Federal Communications
Commission\'s (FCC) E-911 mandate. RadioCamera™ system is a
network-based E-911 solution that uses Location Pattern Matching
technology to locate wireless phones and other devices. NENA\'s test of
U.S. Wireless\' s E-911 caller location solution was conducted over nine
days in March, in a Seattle, Washington test area.

USDOT, C. Alliance, et al. (10/23/00). Recommendations of the National
Mayday Readiness Initiative.

USDOT and (FHWA) (Spring 2000). ITS Standards: Lessons Learned from
Deployment/ Raising ITS Standards IQ with a Public Sector Workshop ITS
Standards Lessons Learned Report #1. [FHWA-0P-00-010 Doc#12643 ITS
Standards Lessons Learned Report #1]{.underline}. Washington, DC.

Minnesota DOT held ITS Standards Workshop in November 1999. The workshop
increased awareness of the development process for and the impact of ITS
standards. The standards advisory group identified the following key
information needed by public sector staff: 1) Who are the players in ITS
standards development and deployment and what are they doing? 2) What
have been the successes and failures in using ITS standards? and 3) How
can standards migration planning be initiated in Minnesota?

USDOT FHWA (Dec. 2000). What Have We Learned About Intelligent
Transportation Systems?

Overall evaluation of the National ITS Program. The seven areas reviewed
are: Freeway, Incident, and Emergency Management, and Electronic Toll
Collection; Arterial Management; Traveler Information Systems; Advanced
Public Transportation Systems; Commercial Vehicle Operations; and
Cross-Cutting Technical and Programmatic Issues.

USDOT ITS Joint Program Office (12/20/00). Background Discussion on
Guidance: Telecommunications Installations Limited Access Highway
Right-of-Way.

The document presents the key elements of the Federal Communication
Commission (FCC) decision on the Minnesota agreement and then discuss
the rationale for guidelines with respect to that decision to arrive at
an approach than addresses both transportation statutory and regulatory
issues, as well as those issues posed by the Telecommunications Act of
1996 (\"TCA\'). In developing these guidelines, the staffs of the
Federal Highway Administration (FHWA) and the FCC Common Carrier Bureau
have worked together to understand the issues of the various statutory,
regulatory, and policy frameworks.

USDOT ITS Joint Program Office, FHWA, et al. (9/30/00). Department of
Transportation\'s Intelligent Transportation Systems (ITS) Projects
Book.

The document describes ITS projects, tests, and studies initiated
through September 30, 2000, that partially or totally have been financed
from Federal ITS funds. Completed projects plus those projects
anticipated to be completed by the end of December 2000, as well as
ongoing projects are included in the document.

USDOT ITS Joint Program Office and A. R. Kane (12/22/00). Guidance on
Longitudinal Telecommunications December 22, 2000 Installations on
Limited Access Highway Right-of-Way.

A number of States have altered their utility accommodations policies to
allow longitudinal access to their limited access highway Right-of-Way
(ROW) for telecommunications installations; usually fiber optic cable.
Several of these installations to date have been public-private
partnerships with the telecommunication industry generally referred to
as AShared Resource@agreements. In December 1999, the Federal
Communications Commission (FCC) issued an opinion in the Minnesota
Department of Transportation (DOT) case involving such a partnership
that defined the FCC\'s interpretation of the Telecommunications Act of
1996 (TCA) and its application to the Minnesota agreement, which has
potentially broad implications for transportation agencies. As a result
of the FCC\'s opinion, the Federal Highway Administration (FHWA) engaged
in a discussion with the FCC to clarify how these partnerships and other
similar telecommunications installations should be conducted to avoid
conflict with the TCA and be consistent with FHWA\'s requirements for
highway safety and ROW management.\"

van Eck, P., J. Engelfriet, et al. (May/June 2001). A Survey of
Languages for Specifying Dynamics: A Knowledge Engineering Perspective.
[IEEE Transactions on Knowledge and Data Engineering, Vol. 13, No.
3]{.underline}, IEEE**:** 1041-4347.

\"During the last years, a number of formal specification languages for
knowledge-based systems has developed. Characteristics for
knowledge-based systems are a complex knowledge base and an inference
engine that uses this knowledge to solve a given problem. Specification
languages for knowledge-based systems have to cover both aspects. They
have to provide the means to specify a complex and large amount of
knowledge and they have to provide the means to specify the dynamic
reasoning behavior of a knowledge-based system. This paper focuses on
the second aspect. For this purpose, we survey existing approaches for
specifying dynamic behavior in related areas of research. In fact, we
have taken approaches for the specification of information systems
(Language for Conceptual Modeling and TROLL), approaches for the
specification of database updates and logic programming (Transaction
Logic and Dynamic Database Logic) and the generic specification
framework of Abstract State Machines.\"

Vartabedian, R. (3/7/01). Computerized Cars: Brave New World of Risk.

cars and trucks become more computerized, they will be more efficient,
responsive, safer, and reliable. But electronic controls and their
software will pose complex new problems under the hood, cause
breathtaking inflation of repair costs, and raise difficult privacy
issues.

Virginia Department of Transportation (April, 2000). Policy on Access to
Smart Traffic Center Data and Video Imagery (DRAFT).

VDOT policy to disseminate the data and video imagery for its
transportation management system as widely as possible in order to:
reduce crashes and otherwise improve the safety of the surface
transportation system; inform the public and enhance the quality of
transportation services; facilitate route and mode choice among
transportation system users; and foster the development of traveler
services information by the private sector. Access to the imagery/data
shall be tightly governed by VDOT to ensure the security of the systems.
The number, location and method of access to the imagery/data will be
determined by VDOT.

W3C (Mar. 2000). XML Protocol Comparisons. (www.w3c.org/XML/)

The purpose of the document is to compare and contrast a variety of XML
protocols.

Weatherby, B., H. Rahka, et al. (10/19/98). SWIFT: Seattle Wide-area
Information for Travelers Architecture Study. McLean, VA, SAIC.

The SWIFT (Seattle Wide-area Information For Travelers) Field
Operational Test was intended to evaluate the performance of a
large-scale urban Advanced Traveler Information System (ATIS) deployment
in the Seattle area. The features of the SWIFT ATIS were the provision
of information for multiple transportation modes, the delivery of this
information using three different devices, and the use of the FM
sideband as the primary communication medium. The SWIFT Architecture
Study is one of five component studies to the overall system evaluation.
The report details the results of the SWIFT Architecture Study based on
the evaluation objectives that were initially identified in the SWIFT
Architecture Study test plan (1996). Specifically, four evaluation
objectives are identified in the SWIFT Architecture Study test plan. The
first two of these objectives relate to the system performance when the
system is operating according to its functional specifications, and is
essentially free of any component of failures. In contrast, the third
and fourth objectives focus on what happens when part of the system
becomes unavailable due to system component failures. For each of these
conditions, the performance of the architecture will be examined from
both the user (objectives 1 and 3) and system (objectives 2 and 4)
perspective.

Wheatley, S. (5/21/01). Toad CE Explains Developing Telematics Business
in Wall Street Transcript Interview.

interview Toad PLC\'s CE Stephen Wheatley told that the company planed
to develop a market position in telematics, while continued developing
its core businesses, corporate, Audio Express (wholesaling business),
and its security business.

Wheatman, V. (12/7/01). New XML Framework to Enable E-Commerce Digital
Signature and Data Encryption, Gartner FirstTake.

(news) A consortium of technology companies, led by Microsoft, VeriSign
and webMethods, announced XKMS, which will allow software developers to
integrate digital signatures and data encryption into the programming
language of e-commerce applications. The consortium will submit the XKMS
specification to Web standards bodies for consideration as an open
Internet standard. Moreover, Microsoft intends to incorporate support
for XKMS into its .NET architecture for use in business-to business and
business-to-consumer environments.

Whiting, M. (11/17/97). Self-Describing Data.

Background on metadata (SDD). Definitions and examples of
Self-Describing Data (SDD).

Wired Digital Inc. (2/15/01). If We Can Fly, Why Can\'t We Talk?

(news) Neither the FAA nor the FCC has plans to allow airplane
passengers to use their cell phones and PED use, though \"the issue with
cell phone has less to do with interfering with the airplane equipment\"
(Tim Brown, the University of Colorado in Boulder).

Witty, R. and J. Pescatore (11/20/00). XML-Based Authorization Standards
Promise Path to Interoperability, Gartner FirstTake.

(news) Secruant announced that it is facilitating a working group to
further the development of AuthXML, the company\'s XML-based product for
securing e-commerce transactions. Netegrity announced that it is working
with a group of companies to develop Security Services Markup Language
(S2ML), its XML-based standard for securing e-commerce transactions.

Wolf, S., et al. (Oct 1991). How Will We Rate Telecommunications System
Performance? [IEEE Communications Magazine]{.underline}.

To overcome the difficulties associated with determining new digital
performance standards, grater participation in the standards setting
process will be required by industry and government. Participation will
be required from not only end users and service providers, but also from
code designers and makers of test equipment.

Wolinetx, L., A. Khattak, et al. (11/7/00). Why Will Some Individuals
Pay for Travel Information When It Can be Free? Analysis of Bay Area
Study.

Study was based on a \"brad area\" survey of San Francisco Bay Area
residents collected as part of the TravInfo field test. Study analyzes
respondents\' willingness to pay for a hypothetical ATIS. Report
discusses most desirable information content, willing ness to pay for
specific content, and the possibility that future commercialization
efforts focus on experimenting with various types of information content
and on conducting demonstration projects that charge for information.

Wrolstad, J. (4/4/01). Alcatel Beats Wireless E911 Deadline.

news. Alcatel and MapInfo Corp. have unveiled a network-based
application that provides wireless emergency 911 capability to phone
service providers.

Wunderlich, K., M. Hardy, et al. (Jan, 2001.). On-Time Reliability
Impacts of Advanced Traveler Information Services (ATIS): Washington DC
Case Study, FHWA, MITRETEK.

Using results from a large-scale case study in Washington DC, study
shows that even though over time ATIS users realize only marginal
reduced in-vehicle travel time, they do realize substantial time
management benefits from improved on-time reliability and trip
predictability

XM Satellite Radio (3/18/01). XM Radio Successfully Launches Satellite.

Successful launch of first of three satellites \-- putting in place one
of the final pieces to begin broadcasting new satellite radio service in
the summer of 2001.

## Data Fusion References {#data-fusion-references .unnumbered}

(2/20/2002). Texas instruments introduces industry\'s first complete
multimedia IDB-1349 and Bluetooth (TM) technologies for automotive
market. Dallas, TX.

(2/23/01). ISO Publishers Technical Specification for Traffic Impediment
Warning Systems. [Access ITS]{.underline}.

(news) ISO/TS 15624:2001 - Transport information and control systems -
Traffic Impediment Warning Systems (TIWS) \-- System requirements has
been published.

(3/1/01). 1999 ITS Deployment Tracking Results - ATIS Focus.

A survey for agencies that use any of the following technologies
(telephone, Internet, E-mail, interactive TV, etc., to distribute
arterial travel time, speeds, and conditions information to the public.

(4/4/01). Results of 2000 ITS Deployment Survey - ATIS Related
Applications: Transit Management.

Survey results of 2000 ITS Deployment for Transit Management. 199
agencies replied.

AASHTO, ITE, et al. (Dec. 1999). The NTCIP Guide: National
Transportation Communications for ITS Protocol. [NTCIP 9001 v02.06
(Draft)]{.underline}. Washington, DC, The Joint Committee on the NTCIP.

\"This NTCIP Guide is an educational tool that has been created to
assist decision makers, planners, specification writers, and
implementers understand the various NTCIP documents and how to use them,
as well as the overall motivations behind the use of NTCIP.\"

Adamek, J., C. (6/1/94). Fusion: Combining Data From Separate Sources.

Discusses the concept of data fusion for market research. The article
also describes sources of fusion errors and media planning tool
applications.

Alford, M. and P. Varshiney (1/1/99.). A Layered Architecture for
Multisensor Data Fusion Systems.

Combination of data fusion processes and communication architectures

ANSI and USDOT (1999). ANSI TS285: Commercial Vehicle Safety and
Credential Information Exchange

(cover sheet).

The standard was developed and is maintained by Accredited Standards
Committee (ASC) X-12, Electronic Data Exchange (EDI) of the American
National Standards Institute (ANSI). The standard contains the format
and establishes the data contents of the Commercial Vehicle Safety and
Credential Information Exchange Transaction Set (TS285) for use within
the context of an Electronic Data Interchange (EDI) environment. This
bi-directional standard can be used by enforcement officials, government
administrators, and other authorized parties to ask electronically for
information on the safety performance, regulatory compliance, and
credential status of commercial motor vehicles, carriers, and drivers.
It can also be used by sources that maintain such data to respond to
such requests. It can also be used to submit updates to a central
repository wherever new safety or credential information is received.

Antony, R. (1/1/97). Database Support to Data Fusion.

Top-down view of key algorithm and database management requirements
associated with advanced data fusion methods.

Appriou, A. (6/9/97). Multisensor Data Fusion in Situation Assessment
Processes.

Generic framework and algorithms to improve the selection of information
from a set of possibilities (noisy input, multiple data sources, etc.)

Arena, P., S. Baglio, et al. (9/1/00). Analog Sensor Networks for
Multisensor Fusion and Control.

Methodological description of processing multiple sensor sources.
Separation of local and global parameters are possible.

ASTM and USDOT (January 2000). ASTM PS 111-98: Specification for
Dedicated Short Range Communication (DSRC) Physical Layer using
Microwave in the 902-928 MHz.

Standards for dedicated short-range communication (DSRC) are intended to
meet the communications requirements between vehicles and roadside
devices, as defined in the National ITS Architecture. The standard is
comprised of the requirements for the physical, i.e., electrical and
mechanical interfaces and the transmission medium, i.e., air, in the 902
to 928 MHz location and monitoring service (LMS) band. This standard
provides information for onboard equipment based on both active and
backscatter technologies and allows for interoperability between systems
based on either of these technologies. The standard allows for mixed
time, frequency, and space division multiple access approaches, all
similar to cellular telephone techniques allowing multiple users on a
limited number of frequencies. The standard contains requirements that
minimize interference between neighboring sites and between active and
backscatter systems. For active legacy systems, it defines the up link
and down link frequency bands and adds the possibility of operating new
down link center frequencies. For backscatter systems, it defines the up
link and down link frequency while using power levels consistent with
the out-of-band emissions requirements. To operate at the power levels
allowed in this standard and minimize interference between systems and
sites, specific frequency designation are made for both active and
backscatter up link and down link operations.

Ayari, I. and J.-P. Haton (1/1/95). A Framework for Multi-Sensor Data
Fusion.

Description of a multi-sensor, multi-agent approach to data fusion
utilizing robotic applications.

Bailey, A. and C. J. Harris (1/1/99). Using Hierarchical Classification
to Exploit Context in Pattern Classification for Information Fusion.

Use of a hierarchical classification system to only select minimum
information sets for fusing.

Baldonado, M., et al. (1997). The Stanford Digital Library Metadata
Architecture. [International Journal of Digital Libraries (1997)
1]{.underline}**:** 108-121.

The overall goal of the Sanford Digital Library project is to provide an
infrastructure that affords interoperability among heterogeneous,
autonomous digital library services. These services include both search
services and remotely usable information processing facilities. In this
paper, we survey and categorize the metadata required for a diverse set
of Stanford Digital Library services that we have built. We then propose
an extensible metadata architecture that meets these requirements. Our
metadata architecture fits into our established infrastructure and
promotes interoperability among existing and de-facto metadata
standards. Several pieces of this architecture are implemented; other
are under construction. The architecture includes attribute model
proxies, attribute model translation services, metadata information
facilities for search service, and local metadata repositories. In
presenting and discussion the pieces of the architecture, we show how
they address our motivating equipments. Together, these components
provide, exchange, and describe metadata for information objects and
metadata for information services. We also consider how our architecture
relates to prior, relevant work on these types of metadata. Key words:
Metadata architecture; Interoperability; Attribute model; metadata
repository; Proxy architecture; Heterogeneity; Metadata survey.

Barry, C. and M. Lang (Apr/Jun 2001). A Survey of Multimedia and Web
Development Techniques and Methodology Usage. [IEEE]{.underline},
National University of Ireland, Galway, Ireland**:** 52-60.

The survey results suggest that no uniform approach exists to multimedia
systems development and that practitioners aren\'t using the multimedia
models cited in the literature. Developers need new techniques that
capture requirements and integrate them within a systems development
framework.

Bergholz, A. (Jul/Aug 2000). Extending Your Markup: AN XML Tutorial.
[IEEE Internet Computing]{.underline}.

Tutorial on XML. Definition and capabilities of XML, which introduces a
family of languages to provide a more semantic management of information
than HTML

Bezdek, J. C., J. Keller, et al. (1999). Fuzzy Models and Algorithms for
Pattern Recognition and Image Processing. [Fuzzy Models and Algorithms
for Pattern Recognition and Image Processing:]{.underline}. The
Handbooks of Fuzzy Sets Series and Series Editors: Didier Dubois and
Henri Prade. Norwell, MA, Kluwer Academic Publishers.

A book on fuzzy models and algorithms for pattern recognition and image
processing. The contents include: Pattern recognition, cluster analysis
for object data, cluster analysis for relational data, classifier
design, and image processing and computer vision.

Biesecker, K. (October 2001). Broadband Wireless, Integrated Services,
and their Application to Intelligent Transportation Systems: Phase II -
Concept Prototyping. McLean, VA, Mitretek Systems.

Biezunski, M. and S. R. (Apr/Jun 2001). XML Topic Maps: Finding Aids for
the Web. [IEEE]{.underline}. P. Liu, IEEE**:** 104-108.

Topic maps superimpose an external layer that describes the nature of
the knowledge represented in the information resources. There are no
limitations on the kinds of information that can be characterized by
topic maps. The purpose of the Extensive Markup Language topic maps
(XTM) initiative is to apply the topic maps paradigm in the context of
the World Wide Web.

Boll, S. and W. Klas (May/Jun 2001). Z~Y~X - A Multimedia Document Model
for Reuse and Adaptation of Multimedia Content. [IEEE Transactions on
Knowledge and Data Engineering, Vol. 13, No. 3]{.underline}, IEEE**:**
1041-4347.

\"Advanced multimedia applications require adequate support for the
modeling of multimedia content by multimedia document models. More and
more this support calls for not only the adequate modeling of the
temporal and spatial course of a multimedia presentation and its
interactions, but also for the partial reuse of multimedia documents and
adaptation to a given user content. However, our thorough investigation
of existing standards of multimedia document models such as HTML, MHEG,
SMIL, and HyTime leads to us the conclusion that these standard models
do not provide sufficient modeling support for reuse and adaptation.
Therefore, we propose a new approach for the modeling of adaptable and
reusable multimedia content, the Z~Y~X model. The model offers
primitives that provide - beyond the more or less common primitives for
temporal, spatial, and interaction modeling - a variform support for
reuse of structure and layout of document fragments and for the
adaptation of the content and its presentation to the user context. We
present the model in detail and illustrate the application and
effectiveness of these concepts by samples taken from our Cardio-OP
application in the domain of cardiac surgery. With the Z~Y~X model, we
developed a comprehensive means for advanced multimedia content
creation: support for template-driven authoring of multimedia context
and support for flexible, dynamic composition of multimedia documents
customized to the user\'s local context and needs. The approach
significantly impacts and supports the authoring process in terms of
methodology and economic aspects.\"

Booz Allen Hamilton (9/1/98). ATIS Field Operational Test Cross-Cutting
Study (ITS FOT): Advanced Traveler Information Systems. McLean, VA.

Summarizes and interprets results of several FOTS that have traveler
information components. Analysis and results are categorized as impacts,
user response, technical lessons learned, institutional challenges and
resolutions, and cost to implement. Highlights successes and problems
these tests have encountered while attempting to develop the
technologies appropriate to establishing and implementing ATIS.

Bosse, E., et al. (5/26-29/96). Data Fusion Concepts Applied to a Suite
of Dissimilar Sensors (Conference proceedings). Calgary, Canada**:**
692-695.

\"*Conference proceedings; 1996 Canadian Conference on Electrical and
Computer Engineering, May 26-29, 1996, the University of Calgary,
Alberta, Canada: theme, Glimpse into the 21st century*\" discusses the
feasibility and usefulness of data fusion applied to a suite of
dissimilar sensors.

Brandwajn, A. (10/11-141998). Fast Decomposition in Large Stochastic
Models in SMC \'98 conference proceedings. [1998 IEEE International
Conference on Systems, Man and Cybernetics: Intelligent systems for
human in a cyber world]{.underline}. San Diego, CA, IEEE**:** 3073-78.

\"We propose a novel approach to the decomposition of large
probabilistic models. The goal of our method is to avoid the evaluation
of the subnetworks obtained by decomposition for all values of the state
description vector, as would be necessary with a standard aggregation
and decomposition approach. Instead, we propose a fixed point
interaction that requires the evaluation of the subnetwork for only a
subnet of the population levels. Outside the evaluated point, simple
upper and lower linear approximations are used resulting in bounds for
overall system performance measures. We concentrate the evaluation of
the subnetworks in the region where the difference between the lower an
upper bound is most likely to impact the accuracy of the result.\"

Burnett, K., K. B. Ng, et al. (1999). A Comparison of the Two Traditions
of Metadata Development. [Journal of the American Society for
Information Science 50(13)]{.underline}**:** 1209-1217.

Metadata has taken on a more significant role than ever before in the
emerging digital library context because the effective organization of
networked information clearly depends on the effective management and
organization of metadata. The issue of metadata has been approached
variously by different intellectual communities. The two main approaches
may be characterized as: (1) the bibliographic control approach (origins
and major proponents in library science); and (2) data management
approach (origins and major proponents in computer science). This
article examines the different conceptual foundations and orientations
of the two major approaches contributing to the metadata discussion. An
examination of the on-going efforts to establish metadata standards, and
comparison of different metadata formats, supports a proposal for an
integrated concept of metadata to facilitate the merging of the two
approaches.

Cambridge Systematic, I. (5/5/00). Strategic Plan to the Development of
ADUS Standards: Final.

The Strategic Plan creates the framework for the development of
standards related to the implementation for the Archived Data User
Service (ADUS). The Plan: establishes the need for the development of
ADUS standards and their potential benefits to transportation practice;
identifies the general types of standards that are required; identifies
other ongoing efforts related to ADUS standards, and recommends how
coordination may be archived; ascertains the policy implications of
instituting ADUS standards, creates a schedule for the development of
ADUS standards; and identifies institutional mechanisms for developing
and implementing ADUS standards.

Cathro, W. (Aug. 1997). Metadata: An Overview. Australia.

(conference paper) Paper given at the Standards Australia Seminar,
\"Matching Discovery and Recovery\". Definitions of metadata, and the
description of the Dublin Core Standard

Chang, S.-k. and T. Znati (Jan/Feb 2001). Adlet: An Active Document
Abstraction for Multimedia Information Fusion. [IEEE Transactions on
Knowledge and Data Engineering, Vol. 13, No. 1]{.underline}**:**
112-123.

A new approach is described for the fusion of multimedia information
based on the concept of active documents advertising on the internet,
whereby the metadata of a document travels in the network to seek out
documents of interest to the pattern document and, at the same time,
advertises its parent document to other interested documents. This
abstraction of metadata is called an adlet, which is the core of our
approach. Two important features make this approach applicable to
multimedia information fusion, information retrieval, data mining,
geographic information systems, and medical information systems: 1) any
document, including a web page, database record, video file, audio file,
image and even paper documents, can be enhanced by an adlet and become
an active document, and 2) any node in a nonactive network can be
enhanced by adlet-savvy software and the adlet-enhanced node can coexist
with other no enhanced nodes. An experimental prototype provides a
testbed for feasibility studies in a hybrid active network environment.

Charles River Associates Inc. (1/1/97). User Acceptance of ATIS Products
and Services: A Report of Qualitative Research.

Summarizes lessons drawn from a series of twelve focus groups held
during Fall 1996. The focus groups were conducted to appraise the
potential customer acceptance for key ITS products and services directed
at individual consumers. The objectives of the focus groups were to
improve understanding of current consumer reactions to ATIS product
concepts and help develop improved methods for subsequent quantitative
customer acceptance surveys

Charles River Associates Inc. (3/1/96). User Acceptance of ATIS Products
and Services: A Briefing Book on the Current State of JPO Research.

Designed as a briefing book on customer acceptance for senior management
of the JPO in preparation for Congressional appropriations hearings.
Sections include how people make current travel decisions, what forms of
ATIS are currently available to individual travelers, what user
acceptance research has been carried out, and how new JPO-sponsored user
acceptance work for ATIS should be planned.

Chi, Z., H. Yan, et al. (1996). Fuzzy Algorithms: with Applications to
Image Processing and Pattern Recognition. [Advances in Fuzzy Systems -
Applications and Theory Vol. 10]{.underline}. Singapore, World
Scientific. **10**.

basic concept of fuzzy algorithms, cluster-based techniques for
membership function algorithms, fuzzy rule generation techniques,
multi-classifier combination techniques and other concepts and ideas of
fuzzy set theory.

Choi, K. and Y. Chung ( January 2001). Travel time estimation algorithm
using GPS probe and loop detector data fusion. [Transportation Research
Board, 80th Annual Meeting. Paper no. 01-0374.]{.underline} Washington,
DC, Transportation Research Board.

Cloyd, M. (Jan/Feb 2001). Designing User-Centered Web Applications in
Web Time. [IEEE Software]{.underline}**:** 62-69.

As designers struggle to develop Web applications \"in webtime,\" they
are under the added pressure of delivering usability. This author
describes her company\'s successful transformation to user-driven
processes for designing e-commerce applications. She also offers
strategies for introducing human factors methods into a reluctant
development organization.

Cogburn, P., (ed). (Winter 2001). Incident Management Update. [State
Incident Management Committee Vol.2, Issue 3]{.underline}. Richmond, VA,
Virginia DOT.

Richmond (VA) District Smart Traffic Center (STC) is going for
operational 24 hour / 7 days a week on March 5th, 2001. The Richmond
District STC is the third such center brought on-line in Virginia
following successful implementation in Northern Virginia and Hampton
Roads. This new office will be working closely with TEOC to keep VDOT
and the motoring public informed of events/incidents on Virginia\'s
roadways within the 14 counties and 4 cities that comprise Richmond
District. A comprehensive list of Residency and Area Headquarters
contact numbers is being compiled. This \"data base\" will provide STC
controllers with information that will put them immediately in touch
with the right office or person when VDOT resources are needed, or
requested by other agencies.

Committee on ITS (Jun. 1999). Transportation Research Circular: Research
Directions for In-Vehicle Computing: Delivering an Integrated Suite of
ITS Applications for Driver Assistance and Mobile Services & Information
TRB / NRC

TRB E-C009, E-circular. [TRB E-C009, E-circular]{.underline}.

A workshop, \"Research Directions for In-Vehicle Computing\", hosted by
the TRB on ITS (A5009) on August 25-26, 1998 met the goals of the
workshop: identify research needed to appropriately advance the overall
in-vehicle computing environment and related DA and MSI applications;
prioritize research needs and areas where additional research attention
is needed; and identify and recommend appropriate strategies and
frameworks for pursuing this research. Human factors was recognized as a
paramount issue throughout the workshop.

Dailey, D., et al. (Sept. 1996). Final Research Report: ITS Data Fusion
(Research ProjectT9903, Task 9: ATIS/ATMS Regional IVHS Demonstration).
[WA-RD 410.1]{.underline}. Washington State, WADOT.

The ATIS/ATMS Regional ITS Demonstration project report includes: (1)
literature review of data fusion technologies, (2) a detailed
description of a current data amalgamation (fusion) project based at the
University of Washington, and (3) the presentation of a new quantitative
data fusion algorithm to estimate speed from volume and occupancy
measurements. Levels 1, 2, 3 Data Fusion are delineated.

Dailey, D., M. Haselkorn, et al. (1/1/98). A Structured Approach to
Developing Real-Time Distributed Network Applications for ITS
Deployment.

Framework for addressing ITS-specific networks, e.g., reliability
issues, fault tolerance, etc

Dailey, D. and L. Pond (January 2001). TDAD: an ITS archived data user
services data mine. [Transportation Research Board, 80th Annual Meeting.
Paper no. 01-3226.]{.underline} Washington, DC, Transportation Research
Board.

Dailey, D. J. (1998). A Statistical Algorithm for Estimating Speed from
Single-Loop Volume and Occupancy Measurements.

Algorithm for estimating mean traffic speeds using volume and occupancy
data from a single inductance loop.

Dailey, D. J., et al., ITS Research Program, et al. (Jan. 1999). A
Self-Describing Data Transfer Methodology for ITS Applications.
[research paper]{.underline}. W.A.**:** i-iii, 1-66.

\"The wide variety of remote sensors used in Intelligent Transportation
Systems (ITS) applications (loops, probe vehicles, radar, cameras, etc.)
has created a need for general methods by which data can be shared among
agencies and users who own disparate computer systems. In this paper, we
present a methodology that demonstrates that it is possible to create,
encode, and decode a self-describing data stream using the following:
(1) existing data description language standards, (2) parsers to enforce
language compliance, (3) a simple content language that flows to of the
data description language, and (4) architecture neutral encoders and
decoders based on ASN.1.\"

Dailey, D. J., P. Harn, et al. (Apr. 1996). ITS Data Fusion. [research
paper]{.underline}. W.A.**:** i - iv, 1-100.

\"The ATIS/ATMS Regional ITS Demonstration project report consists of
three main parts: (1) an extensive, state-of-the-art literature review
of data fusion technologies, (2) a detailed description of a current
data amalgamation (fusion) project based at the University of
Washington, and (3) the presentation of a new quantitative data fusion
algorithm to estimate speed from volume and occupancy measurements. Data
fusion technologies are categorized according to the level of detailed
inference and user recommendations they provide from various data
inputs. Five general methods of data fusion are discussed, with examples
of specific fusion techniques; applications for those techniques are
cited, and special attention is given to their implementation in ITS
projects. In addition to a broad literature review, we describe two
local data fusion projects that use highway sensor data to (1) aggregate
loop data for reuse by traveler information systems and (2) generate
reliable traffic speed estimates that can be used by regional commuters
to guide their transit decisions. The architecture of the data fusion
system based at the University of Washington consists of four major
components. These components are partitioned among various computers
that are located at different sites and connected by a local area
network and T1 lines. Within these computers exist dedicated servers
that handle specific processes. The TMSUWSUW server collects loop data
from the RTDB main memory and then broadcasts them over a local area
network. The loop rebroadcast server collects the broadcast data and
retransmits them over a T1 line. The loop repeater server, located at
the University of Washington, receives each data packet sent over the T1
link. This arrangement reduces the load on the loop rebroadcast server
and provides for future expansion. The loop server, the final component
of the system, provides highway data for end users. This data includes
occupancy and volume information for each loop and station, as well as
details on the average speed and length for each speed trap. This
project has accomplished three significant tasks. First, a
state-of-the-art literature review has provided an organizational
framework for categorizing the various data fusion projects that have
been conducted to date. A popular typology was discussed that situates
data fusion technologies in one of three levels, depending on the degree
to which sensor data are correlated to provide users with meaningful
transit recommendations. The trade-offs that accompany higher-level data
fusion efforts --- in terms of computing power and memory requirements
--- were noted. The advantages of multiple-sensor data fusion projects
in terms of cost, accuracy and reliability were also discussed, and
contrasts were drawn with the traditional deployment of highly accurate,
single sensors. Specific techniques of data fusion were described and
their possible application to ITS projects was explored. In fact, this
report is one of the first to consider how data fusion technology might
be productively applied to the needs of transportation management. A
second major component of this report is the description of a local data
fusion application. This project employs data fusion techniques to
correlate input from multiple highway sensors and generate reliable
traffic predictions. The resulting information can be displayed for use
by commuters as they choose from among various transit options. The
architecture of this data fusion system is described in detail. The
third component of the project was to create a statistically based
algorithm to estimate speed from volume and occupancy measurements. The
algorithm presented explicitly accounts for the statistics of the
problem and provides a robustness test for the speed estimate..\"

Dailey, D. J. and L. Li (ITS Research Program for TransNow) (Mar. 1999).
Video Image Processing to Create a Speed Sensor. [research
paper]{.underline}. Seattle, WA**:** i-iii, 1-41.

Image processing has been applied to traffic analysis in recent years,
with different goals. In this report, a new approach is presented for
extracting vehicular speed information, given a sequence of real-time
traffic images. We extract moving edges and process the resulting edge
information to obtain quantitative geometric measurements of vehicles.
This differs from existing approaches because we use simple geometric
relations obtained directly from the image instead of using reference
objects to perform camera calibrations. Our method allows the recovery
of the physical descriptions of traffic scenes without explicit camera
calibrations. In this report, extensive experiments using images from
active TMS (Transportation Management System) freeway cameras are
reported. The results presented in this report demonstrate the validity
of our approach that requires neither direct camera control nor
placement of a calibration object in the environment. We further argue
that it is straightforward to extend our method to other related traffic
applications.

Dailey, D. J., H. Xu, et al. (10/14 -18/96). Data Fusion for Multimodal
Traveler Information in a Wireless Environment. Orlando, FL, University
of Washington**:** pp.1-8.

Two aspects of data fusion for a multimodal traveler information
application are: (1) system architecture, and (2) analytical estimation
of the state variable speed from the observed quantities volume and
occupancy. The paper describes how the analytical estimation procedure
is integrated into the overall architecture.

\"This paper presents two aspects of data fusion for a multimodal
traveler information application. The two aspects are: (1) system
architecture and (2) analytical estimation of the state variable speed
from the observed quantities Volume and Occupancy. The paper describes
how the analytical estimation procedure is integrated into

the overall architecture

In this paper, we describe a structured approach to developing an
Intelligent Transportation System (ITS) data fusion application. We use
this approach to develop a distributed computing application that is
suitable for distributing dynamic data in real time to a large group of
users. Our discussion focuses on two aspects of data fusion for traveler
information. The first aspect is the communication architecture that
provides support for multiple data sources and sinks. The second aspect
is the specific data fusion algorithm, which estimates mean vehicle
speeds using single inductance loops sensors. These two aspects of data
fusion are combined and used to demonstrate how a specific algorithm is
implemented in the context of the overall data fusion architecture of an
ITS application. The application under consideration was created and
deployed in support of a wireless Multimodal traveler information
system, the Seattle Wide-area Information for Travelers (SWIFT) project,
a federal highway administration (FHWA) operational test (FOT). The
paradigms used in developing the SWIFT data fusion application fit
within the context of the FHWA ITS Architecture\"

Daum, F. (1/1/90). Fundamental limitations in Data Fusion.

A theoretical bound on the limitations of multisensor data fusion is
described.

Decker, S. and S. Melnik (Sept/Oct 2000). The Semantic Web: The Roles of
XML and RDF. [IEEE Internet Computing]{.underline}**:** 63-74.

Discussion of ontologies for domain conceptualization and tradeoffs
among XML and RDF (Resource Description Framework), each a W3C
recommendation. XML and RDF are the current standards for establishing
semantic interoperability on the Web, but XML addresses only document
structure. RDF better facilitates interoperation because it provides a
data model that can be extended to address sophisticated ontology
representation techniques.

Desai, B. and R. Shinghal (1996). Resource Discovery: Modeling,
Cataloguing and Searching. [IEEE]{.underline}. Montreal, Canada**:**
70-75.

In seeking information resources on the Internet existing search systems
exhibit uneven selectivity. This problem has prompted a number of
researchers to turn their attention to the development and
implementation of metadata models for use in indexing and searching on
the WWW and Internet. The objective of our project is to design a system
to enable users to access data of a catalog nature stored in
heterogeneous distributed information systems. These data describe
resources available from virtual libraries on the Internet, in general,
and the World Wide Web, in particular. We present our version of
metadata for modeling document like resources. We also present our
approach to modeling the expertise of librarians for cataloging, user
entry and search using a rule-based system is also discussed.

Downie, J. (Feb. 2001). In-Vehicle Telematics - Key Market Trends,
Opportunities, Issues and Challenges: Presentation to Microsoft
Telematics Conference.

(presentation) Key telematics market trend and issues.

DSRC (1997). Web Resources for DSRC Standardization. Austin, TX.

A list of Web site with background information on key issues underlying
DSRC standards

Durand, A. (Jan/Feb 2001). Deploying IPv6. [IEEE Internet
Computing]{.underline}**:** 79-81.

IPv6 is a natural evolution from Version 4 of the Internet Protocol
(IPv4) and attempts to address many of the older protocol\'s
shortcomings. The core specifications have been standardized through the
LETF IPng working group, and the NGtrans working group is studying
issues surrounding the challenging task of smoothly transitioning from
IPv4 to IPv6.

EIA and USDOT (Apr 2001). CEA/EIA-794: Data Radio Channel (DARC) System
ITS Standards (Fact Sheet). [ITS Standards Fact Sheet]{.underline}.
Washington, DC.

Coversheet. EIA-794, Data Radio Channel (DARC) System specifies the
technical details for a system for the delivery of data services to
mobile, portable, and fixed receivers using subcarrier signals within
the standard FM broadcast band. It specifies the modulation and coding
schemes and content to the transmitted signal and describes the
organization of the multiplex for the DARC system.

EIA and USDOT (December 1999). CEA/EIA-795: Subcarrier Traffic
Information Channel (STIC) System

(fact sheet).

The Subcarrier Traffic Information Channel (STIC) system is a digital
system designed for ITS and other applications using subcarriers on
broadcast FM stations. This standard defines the system and focuses on
the broadcast protocols for the lower layers of the open system
interconnection (OSI), Technology and Standards R6-Mobile Electronics
Committee and is published as an Electronics Industry Alliance (EIA)
document.

ENTERPRISE, DELCAN, et al. (8/12/00). ITS Internet Applications,
ENTERPRISE, DELCAN, NET.

(presentation) A presentation on frameworks for developing an open
architecture for information dissemination and presentation of data over
the Internet; establishing guidelines for the exchange of data in
graphical, tabular and textual formats; and co-ordinate and promote
guidelines.

ETTM (6/11/01). FCC Proposes to Allocate Spectrum in 5.9 GHz Range for
ITS Uses.

(news) The FCC proposed to allocate 75 megahertz of spectrum for
transportation services to improve highway safety and efficiency as part
of the U.S. Department of Transportation\'s Intelligent Transportation
Systems (ITS) national program.

Evanco, W. M. (Mar. 1996). A Data Fusion Framework for Meta-Evaluation
of Intelligent Transportation System Effectiveness. [MITRE, FHWA Project
#0495 18B40A]{.underline}. Washington, DC, MITRE, FHWA.

The study presents a framework for the meta-evaluation of Intelligent
Transportation System effectiveness. The framework is based on data
fusion approaches that adjust for data biases and violations of other
standard statistical assumptions. Operational test characteristics that
have a bearing on meta-evaluation methodology are identified in the
context of the experimental paradigm. Data fusion approaches are
presented for various types of measures of effectiveness and techniques
for handling biases of various kinds are developed.

Fastenrath, U. (January, 2002). Floating car data on a larger scale,
FleetNet.

FCC (7/1/98). NPRM on Petition for DSRC at 5.8 GHz Published in Federal
Register : 47 CFR Parts 2 and 90, Federal Register Online via GPO Access
(wais.access.gpo.gov).

Federal Communications Commission (FCC) is proposing to allocate 75
megahertz of spectrum for use by Dedicated Short Range Communications
(DSRC) of Intelligent Transportation Systems (ITS).

FCC (Office of the Secretary) (11/9/00). Before the Federal
Communications Commission/ In the Matter of Wireless E911 Phase II
Automatic Location Identification Requirements: Report of U.S. Wireless
Corporation Regarding Network-Based Enhanced Services Docket No. 94-102.
[Docket No. 94-102]{.underline}. Washington, DC.

U.S. Wireless Corporation\'s report in response to the Federal
Communication Commission\'s Third Report and Order in revision of the
Commission\'s Rules to Ensure Compatibility with Enhanced 911 Emergency
Calling Systems, CC Docket No. 94-102, Third Report and Order, 14 FCC
Rcd 17388 (1999)(E911 Third Report and Order).

FHWA (1/31/01). Information Requirements to Support Traffic Management
Services on the National Highway System: Status Report to FHWA No.
4260-P1-2d. [Status Report to FHWA No. 4260-P1-2d]{.underline}.
Washington, DC.

(slide) Project update on developed High-Level Matrix (FHWA input) of
freeway, arterial, and bridges and tunnels.

FHWA and DOT Intelligent Transportation System Architecture and
Standards 23 CFR Parts 655 and 940. Washington, DC.

\"ITS Architecture Final Rule\": A final rule to implement section
5206(e) of the Transportation Equity Act for the 21st Century (TEA-21),
enacted on June 9, 1998, which required Intelligent Transportation
System (ITS) project funded through the highway trust fund to conform to
the National ITS Architecture and applicable standards. This rule
requires that the National ITS Architecture to be used to develop a
local implementation of the National ITS Architecture, which is referred
to as a \"regional ITS architecture.\"

FHWA and FTA (Nov.2000). Communications for Intelligent Transportation
Systems: Successful Practices A Cross-Cutting Study. [Intelligent
Transportation Systems]{.underline}. Washington, DC.

In support of the ITS program, DOT addresses the system-related needs to
understand the requirements. Through a cross-cutting study of regions,
telecommunications requirements, use of regional ITS architecture, and
development of a telecommunications architecture for transportation
applications are discussed.

FHWA and (Prepared by ARINC) (Jan. 1997). Task D/E Report: Assessment of
Candidate Communications Systems and Technologies for Use with
Intelligent Transportation Systems (ITS). McLean, VA.

(report) The summaries of the efforts performed under subtasks D&E of
the ATIS Communications Technology Alternatives Task for the FHWA Turner
Fairbanks Highway Research Center. Tasks D&E were to facilitate further
examination of wireless communications technologies identified during
Task C activities. Specific emphasis was placed upon technologies that
are candidates for prototyping, modeling, or other in depth analysis.
For those, operational concepts, test objectives, and modeling
requirements were developed as appropriate.

FHWA and Texas Transportation Institute (March 1998). Travel Time Data
Collection Handbook. [Report No. FHWA-PL-98-35]{.underline}. Washington,
DC.

FHWA Office of Travel Management (Jan. 2001). Guidance on Including ITS
Elements in Transportation Projects.

\"The purpose of the document is to provide guidance for including ITS
equipment/technologies as part of traditional transportation
construction or maintenance projects.\"

Flammia, G. (Jul/Aug 1999). The Skinny on MetaData. [IEEE INTELLIGENT
SYSTEMS]{.underline}.

Background (nontechnical) on metadata concepts and applications. RDF
will slowly become a widely accepted standard on the Internet,
especially for large-scale catalogs that combine domain knowledge about
multiple domains.

Franklin, S. and C. Blodgett (1/1/93). An Example of Satellite
Multisensor Data Fusion. [Computers & Geosciences Vol. 19, No.
4]{.underline}**:** 577-583.

Fusion techniques used in spatial information generation

Lappin, J. (2/9 -10/00). Advanced Traveler Information Service (ATIS):
What do ATIS Customers Want? Cambridge, MA, EG&G Services/Volpe Center.

(presentation) Based on the work of the MMDI Customer Satisfaction
evaluation team. Synthesizes findings from customer satisfaction
research and evaluations dating back to 1996, including several field
operational tests.

Lappin, J. (12/1/00). What Have We Learned about ATIS and Customer
Satisfaction.

Chapter 4 in a larger report: What Have We Learned About ITS.
Synthesizes customer satisfaction findings from ATIS research and
evaluations dating from 1996. Finds that demand for ATIS is based on 4
factors: regional traffic context, quality of ATIS services, individual
trip characteristics, and characteristics of the traveler.

Liu, Y., et al. (1998). Fuzzy Logic Fusion Capabilities for Efficient
Implementation of Data Association Proceedings of ICSP \'98.
[ICSP]{.underline}. Xi\'an, China**:** 1315-1318.

\"In this paper, we propose a data association algorithm employing fuzzy
logic based on multisensor and the multi-feature of targets to solve the
uncertainty of the data received from sensor measurements in high noised
environment. The learning method to train fuzzy data association system
with full-fuzzy model based on a steepest descent gradient is analyzed.
The improvement of many primary sensors data fusion on data association
is analyzed. The innovation lies to gain the improvement of data
association performance by fusing many features of targets while at the
same time not increasing the computational structure of the tracking
filter. The theoretical analysis and example demonstrate the feasibility
of efficient fusing data of different forms using fuzzy logic system for
data association in multisensor multi-target tracking.\"

Lockheed Martin (Odetics Intelligent Transportation Systems Division)
(December 1999). ITS Logical Architecture - Traceability Matrix.
Washington, DC, Prepared for FHWA.

Traffic Surveillance shall include a Data Collect function to provide
the capability to collect data that are needed for determining traffic
flow and prediction.

Lockheed Martin Federal Systems (Odetics Intelligent Transportation
Systems Division) (Jan. 1996). ITS Standards Development Plan.
Washington, DC, USDOT FHWA.

The Standards Development Plan identifies potential standards areas,
reviews existing standards efforts, describes a general process to
assist standards development, and suggests beneficial actions to support
and encourage ITS deployment. This document is intended for use as a
guide to using the architecture. It is directed toward standards
development organizations, product developers, service providers, and
public agencies at all levels.

Lockheed Martin Federal Systems (Odetics Intelligent Transportation
Systems Division) (Dec. 1999). Executive Summaries. Washington, DC,
USDOT FHWA.

ITS opportune and overview of National ITS Architecture

Lomax, T., S. T. T. I. Turner, et al. (September 2001). Traffic
Congestion and Travel Reliability: How bad is the situation and what is
being done about it? A. U. o. W. O\'Brien.

McKinsey Quarterly (April 7, 2002). The road to telematics. [McKinsey
Quarterly,]{.underline}

[Special to CNET News.com]{.underline}.

In the mid-90s, all telematics was expected to bolster the stagnant car
industry by offering a flood of new revenue. But telematics, now seems
less likely to alter the economics of the automotive industry so
radically. Automakers should shift their strategies and focus on
dominating a few core telematics applications \-- not all of them.

Mitretek Systems, I. (1/24/00). Surface Transportation Weather Decision
Support Requirement: Draft (truncated\*) Version 1.0 Advanced-Integrated
Decision Support Using Weather Information for Surface Transportation
Decisions Makers. Washington, DC, MITRETEK.

The Surface Transportation Weather Decision Support Requirements
(STWDSR) document, version 1.0 provides background for stakeholder
participation in the development of requirements for a concept called
the Weather Information for Surface Transportation Decision Support
System (WISTDSS). This STWDSRV1.0 gives baseline information on current
practice and deficiencies and outlines the methodology for stakeholder
participation.

Murphy, R. R. (Nov/Dec 1998). Sensor and Information Fusion for Improved
Vision-Based Vehicle Guidance. [IEEE Intelligent Systems]{.underline}.
FL**:** 49 - 56.

Sensor fusion is an important area of automated highways and intelligent
vehicles research. This article discusses sensor fusion\'s role in
vehicle guidance, general methods for fusing data, and how to organize
sensor-fusion activities within a hybrid deliberative-reactive robot
architecture.

Myllyla, J. and Y. Philli-Sihvola Floating car road weathering
monitoring.

Nagao, K., et al. (2001). Semantic Annotation and Transcoding: Making
Web Content More Accessible. [IEEE]{.underline}**:** 69-81.

A method for constructing a superstructure on the Web using XML and
external annotations to Web documents is proposed. Three approaches for
annotating documents are: linguistic, commentary, and multimedia. The
result is annotated documents that computers can understand and process
more easily, allowing content to reach a wider audience with minimal
overhead.

NEMA and USDOT (1996). NTCIP 1101: National Transportation
Communications for ITS Protocol-Simple Transportation Management
Protocol (STMF)

(formerly TS 3.2-1996)

(summary).

Describes the simple transportation management framework used for
managing and communicating information between management stations and
transportation devices. Covers integrated management of transportation
networks, networking devices, and transportation-specific equipment
attached to NTCIP based networks.

NEMA and USDOT (1996). NTCIP 1201: National Transportation
Communications for ITS Protocol (NTCIP) Global Object Definitions

(formerly TS 3.4-1996)

(summary).

The standard for messaging between Transportation Management and field
devices is accomplished by using the NTCIP Application Layer services to
convey requests to access or modify values stored in a given device;
these values are referred to as objects. The purpose of this publication
is to identify and define these objects definitions that my be supported
by multiple device types (e.g., actuated signal controllers and variable
message signs). The grouping of objects for a given device type is
performed in the device-type-specific object definition standard.

NEMA and USDOT (1996). NTCIP 2001: National Transportation
Communications for ITS Protocol-Class B Profile

(formerly TS 3.3-1996)

(summary).

A communications protocol standard for interconnecting transportation
and traffic control equipment. It establishes a common method of
interconnecting ITS field equipment, such as traffic controllers and
variable message signs (VMS), define the protocol and procedures for
establishing communications between those components, and references
common data sets to be used by all such equipment.

NEMA and USDOT (2000). NTCIP 1405: Standard on Spatial Representation
(SP) Objects

(summary).

NTCIP 1405\'s main application is to provide a vocabulary and format for
representing common attributes for referencing object in space.

NEMA and USDOT (April 2001). NTCIP 2104 (Draft): National Transportation
Communications for ITS Protocol (NTCIP)-Ethernet Subnetwork Profile.

This standard specifies base standards and protocols that are used to
provide specific communication functions and services and requirements
for specific types of coaxial cable, twisted wire pairs, and fiber-optic
media at communication rates of 10 megabytes per second. It addresses
layers 1 (physical) and 2 (data link layer) of the Open Systems
Interconnection (OSI) Reference Model (ISO/IEC 7498), a seven-layered
model that describes the basic functions and services of communication
protocols. It specifies the requirements for an implementation based on
the function and operation defined in the \"Ethernet\" family of
standards. Ethernet is a type of networking technology that is used to
allow a number of computers in a network to communicate with each other.

NEMA and USDOT (April 2001). NTCIP 8003 (Draft): National Transportation
Communications for ITS Protocol (NTCIP) Profile Framework.

This standard provides the principles and classification schemes for
NTCIP profiles. It also specifies aspects of the formatting and the
technical content of NTCIP Profiles. In effect, it represents
information management policy of the NTCIP Joint Committee. Its ultimate
goal is to provide a basis for the development of uniform, nationally
recognized communication profiles and conformance and compliance
requirements for the profiles.

NEMA and USDOT (December 2000). NTCIP 1407 (Draft): Transit
Communications Interface Profiles (TCIP) Control Center Business Area
Standard

(Formerly ITE-TCIP-CC)

(Fact Sheet).

This standard defines the data needs of the functions related to control
center (transit management center) applications and describes the
semantics and data elements (called \"objects\") for control center
systems.

NEMA and USDOT (February 2000). NTCIP 1400 (Draft): Transit
Communications Interface Profiles (TCIP) Framework Standard.

This standard defines a transit classification scheme, naming
conventions, rules for identification of data elements and messages,
guidance on the use of the ASN.1 syntax, and levels of conformance for
all TCIP standards. It covers data used to carry out public
transportation operations, service, and planning. It pertains to all
data that is sent or received in transit business areas such as fare
collection (FC), scheduling (SCH), passenger information (PI), incident
management (IM), onboard (OB), transit control center (CC), and traffic
management (TM). Other transit business areas that support or cut across
these business areas are also included, for example, spatial
representation (SP) and common public transportation (CPT).

NEMA and USDOT (March 2001). NTCIP 1102 (Draft): NTCIP Octet Encoding
Rules.

This standard is a presentation layer standard that defines NTCIP
objects are encoded (i.e., the exact digital representation of the value
of an object that is to be transmitted over a communications path). It
is used in conjunction with application layer protocols defined in other
standards. This standard is applicable to both center-to-roadside and
center-to-center communications. Unlike the other types of encoding
rules used in standards-based implementations, such as ASN.1 basic
encoding rules (BER) and packed encoding rules (PER), OER addresses the
specific needs of certain application layer protocols used by the
transportation community.

NEMA and USDOT (March 2001). NTCIP 2101 (Draft): National Transportation
Communication for ITS Protocol (NTCIP)-Point to Multi-point Protocol
Using RS-232 Subnetwork Profile.

This standard specifies a set of requirements for implementation of a
communications network typically found in traffic signal controller
systems. It permits other devices, such as dynamic message signs and
ramp meter, to be integrated with controllers and to share a common
communications media. It also defines a subset of base standards and
protocols used to provide specific functions and services at layers 1
(physical) and 2 (data link) of the Open Systems Interconnection (OSI)
Reference Model (ISO/IEC 7498). This seven-layers model describes the
basic functions and services of communication protocols.

NEMA and USDOT (March 2001). NTCIP 2103 (Draft): National Transportation
Communications for ITSP Protocol (NTCIP)-Subnet Profiler for
Point-to-point Protocol over RS-232.

This standard specifies the requirements for an implementation based
upon functions and operation as defined in the Internet Advisory Board
(IAB) standard for the point-to-point protocol (PPP) and a physical
interface based upon the RS-232 interface. PPP provides the definition
of layer 2 of the Open System Interconnection (OSI) Reference Model
services and functions. The RS-232 interface standard (now referred to
as EIA/ITA-232) provides the definition of layer 1 services and
functions. This subnetwork profile also provides the interface
requirements between it and higher layer protocols (layers 3-7) or
network profiles.

NEMA and USDOT (March 2001). NTCIP 2302 (Draft): -Application Profiler
for Trivial File Transfer Protocol.

This standard defines the rules and procedures for simple file exchange
between two entities. It is intended for applications that do not
require complex interactions between the entities involved in the
transfer. It specifies the requirements for the implementation of a
simple file transfer mechanisms in a roadside device of traffic
management center and adapts an Internet standard (IAB STD 33-RFC
1350:1992, RFRP Protocol) to transportation. It restricts operations
only to transfers and does not provide the basic functions and services
of a communication protocol.

NEMA and USDOT (March 2001). NTCIP 2303 (Draft): National Transportation
Communications for ITS Protocol (NTCIP)-Application Profile for File
Transfer Protocol.

This standard combines various base standards and protocols into a
coordinated set of functions and procedures related to large file
transfers. It specifies a subset of features that must be supported by
all implementations of the profile. It also specifies the requirements
for the implementation of a full-featured file transfer mechanisms in
transportation-related devices and traffic management centers and it
describes requirements for interactive access, formatting data, and
authentication control. It adapts an Internet standard (IAB STD 9-RFC
959:1985, FTP) to transportation.

NEMA and USDOT (March 2001). NTCIP 2304 (Draft): NTCIP Application
Profile for Data Exchange ASN.1 (DATEX-ASN).

This standard is one of two center-to-center protocols defined by the
NTCIP, the other being NTCIP 2305, Common Object Broker Architecture
(CORBA). This standard specifies how DATEX-ASN is to be used within the
United States. DATEX-ASN is also an international standard (ISO 14827
Parts 1 and 2) developed by the NTCIP Center-to-Center Working Group in
cooperation with the International Organization for Standardization
(ISO). The main DATEX-ASN specification permits various options; this
standard ensures all implementations of DATEX-ASN within the US use the
same base options and therefore can be made to interoperate. If
different traffic or transit management centers were to select different
options, it could lead to a failure to interoperate, even though both
use DATEX-ASN.

Orski, C. K. (1/1/01). The Traveler Information Industry Today. [Traffic
Technology International]{.underline}.

Like much of the entire ITS industry, the traveler information sector is
in a state of flux. Contributing to the ferment are rapidly evolving
technology, rising competition, and changing expectations concerning
market demand and profitability.

Palacharla, P. and P. Nelson (1/1/99). Application of Fuzzy Logic and
Neural Networks for Dynamic Travel Time Estimations.

Use of a fuzzy reasoning model to convert loop detector data into link
travel times obtained from empirical studies.

Paulson, L. (Jul/Aug 2000). Data Quality: A Rising E-Business Concern,
IT Pro.

(article) Data quality isn\'t just cleaning up individual records -
it\'s about making data continue to serve business needs.

Poe, R. and B. 2.0) (5/1/01). Traffic Control.

Traffic.com (Wayne, Pa.), has begun rolling out a system in partnership
with the U.S. DOT to make radio traffic reports more accurate.
Traffic.com\'s Traffic Pulse currently covers Pittsburgh and part of
Philadelphia, and will extend its reach to 40 U.S. cities within three
years. The network gets data from sensors posted atop 20-to 30 foot
poles positioned along major commuter rotes. The sensors use microwave
radar to measure the speed, number, and density of vehicles. Every 60
seconds, their wireless modems send collected information to a main data
center in Philadelphia over networks run by AT&T and Verizon
Communications.

Pond, L. (6/3/99). A comparison of three methods of data transfer for
Center-to-Center communications, University of Washington ITS Research
Group.

Pretorius, P. (2/9-10/00). ATIS Data Collection Guidelines Workshop.
Scottsdale, Arizona, Kimley-Horn and Associates.

ATIS data collections and the data gap.

Project Statement Draft Statement of Work: Data Fusion for Delivering
Advanced Traveler Information Services. [FHWA HTV-3]{.underline}.

Statement of objectives for the research, Data Fusion for Delivering
Advanced Traveler Information Services.

Radin, S. (2/9-10/00). Private Sector Perceptions and Public Sector
Activities. Scottsdale, AZ, USDOT/Volpe Center.

\"Synthesis of Metro ITS Deployment Surveys with the purpose of
determining the nature and extent of the data gap: Private sector needs

Public & private sector data availability\"

Raymund, P., T. L. Kunii, et al. (Jan/Feb 1999). Software Metrics
Knowledge and Databases for Project Management. [IEEE Transactions on
Knowledge and Data Engineering, Vol. 11, No. 1]{.underline}, IEEE**:**
1041-4347.

\"Construction and maintenance of large, high quality software projects
is a complex, error-prone, and difficult process. Tools employing
software database metrics can play an important role in efficient
execution and management of such large projects. In this paper, we
present a generic framework to address this problem. This framework
incorporates database and knowledge-base tools, a formal set of software
test and evaluation metrics, and suite of advanced analytic technique
for extracting information and knowledge from available data. The
proposed combination of critical metrics and analytic tools can enable
highly efficient and cost effective management of large and complex
software projects. The framework has potential for greatly reducing
venture risks and enhancing the production quality in the domain of
large software project management.\"

Rupert, B. (1/25/01). 511 Traveler Information Telephone Number. 511
Workshop, USDOT FHWA.

511 Traveler Information and USDOT activities

Russo, F. (1/1/94). Fuzzy Methods for Multisensor Data Fusion.

Feature extraction and feature definition are performed by adopting a
class of \"fuzzy\" (possibly multidimensional) membership functions that
address the cases of possibility and admissibility.

SAE Advanced Traveler Information Systems Committee Project Scope.

(news) The purpose of SAE ATIS Data Dictionary and SAE J2354 ATIS Core
Message List And Data Dictionary projects is to develop a minimum set of
medium-independent messages and data elements needed by potential
information service providers (ISP\'s) to deploy ATIS services, and
provide the basis for future interoperability of ATIS devices.

SAE (1/10/01). SAE ATIS Standards: Current Status and Future Directions.

presentation. Society of Automotive Engineers Advanced Traveler
Information Systems (ATIS) Standards (presentation and a related article
on Web).

SAE and USDOT (Aug. 2000). SAE J2353: Advanced Traveler Information
Systems (ATIS) Data Dictionary. [ITS Standards Fact Sheet]{.underline}.
Washington, DC.

Coversheet. SAE Advanced Traveler Information Systems (ATIS) Data
Dictionary and its information.

SAE and USDOT (August 2000). SAE J1746: ISP Vehicle Location Referencing
Standard.

This standard describes format and vocabulary for location referencing
between centers, such as transportation management centers, and
vehicles. A traffic management center must use this interface standard
when sending or receiving locational data and vehicles must expect to
send and receive references thorough this interface standard as well.

SAE and USDOT (August 2000). SAE J2313: On-Board Land Vehicle Mayday
Reporting Interface.

This standard is intended to standardize industry requirements regarding
the message content which vehicles can be expected to exchange with
receiving response agencies, and to establish a common message set,
basic message support requirements, and simple protocols of data
exchange. It prescribes various protocol methods so that vendors with
different communication methods can \"speak\" to response agencies in a
standardized format.

SAE and USDOT (December 2000). SAE J2354: Advanced Traveler Information
Systems (ATIS) Message Sets.

This standard provides the messages that are exchanged among information
provides, traffic management centers, and other ITS centers.

SAE and USDOT (October 1999). SAE J2374: Location Referencing Message
Specification (LRMS) Information Report.

This information report describes seven LRMS profiles. Profiles are
defined for commonly cited location referencing methods and for
particular application communities that have unique requirements.
Therefore, some profiles within the LRMS are more speculative than
others and will be developed further as applications evolve and needs
arise.

Saricks, C. L., J. L. Schofer, et al. (1995). Evaluating Effectiveness
of Real-time Advanced Traveler Information Systems Using a Small Test
Vehicle Fleet. [Transportation Research Record 1588 Paper No.
970585]{.underline}.

ADVANCE was an in-vehicle advanced traveler information system (ATIS)
providing route guidance in real time that operated in the northwestern
portion and northwest suburbs of Chicago, IL. It used prove vehicles to
generate dynamically travel time information about expressways
arterials, and local streets. Tests found that the user features of an
in-route guidance system must be able to accommodate a broad range of
technological sophistication and network knowledge among the population
likely to become regular users for such a system. For users who know the
local network configuration, only a system giving reliable real-time
data about nonrecurring congestion is likely to find a market base
beyond specialized applications. Probe data greatly improve static
(archival average) link travel time estimates by time of day, although
the guidance algorithms that use these data should also include arterial
traffic signal timings. Moreover, probe- and detector- based incident
detection on arterial networks shows considerable promise for improved
performance and reliability.

Schileiffer, C., R. Reynaud, et al. (1995). High-performance Multi
-Target Multi-Sensor Tracking for a Geographically Distributed System.
[IEEE]{.underline}. Orsay, France**:** 483-488.

The paper deals with two parts of the methodology of the fusion of
multisensor data: conceptual and applied. In the conceptual part, we
present a high-performance algorithm for tracking maneuvering targets
using different sensors distributed on two geographical points. Each
site is connected to the fusion center and transmits its observations.
The results of computational examples using synthetic data and close
models sensors are presented and discussed in the second part.

Schintler, L. and M. A. Farooque (2001). Partners In Motion and Traffic
Congestion in the Washington, D.C. Metropolitan Area, Center for
Transportation Policy and Logistics, School of Public Policy, George
Mason University.

The study uses a traffic simulation model to aid in the evaluation of
Partners In Motion of its objectives: improving the quality, quantity,
and availability of travel information to transportation agencies, the
media, and the public in the Washington, D.C. metropolitan area. The
report evaluates Partners In Motion, as it has developed over the last
two years and how it may evolve over the next decade, with respect to
the goal of reducing congestion.

Schuman, R. (1/11/01). Environmental Scan for ATIS. Washington, DC,
PBS&J.

Review ATIS vision/goals from program formation, and options on
activities needed to continue progress (5-10 year horizon)

Schuman, R. (2/27/01). 511 Case Studies \-- Arizona.

Case study focusing on the State of Arizona and its implementation of
statewide 511 services. Explains existing services and plans to
reprogram switches, expand capacity, include call forwarding to reach
appropriate transit agency, and deploy signage to advertise 511.

Schuman, R. and U. I. J. P. Office (Nov. 2000). 511 Case Studies
Kentucky.

A case study on the Commonwealth of Kentucky. The document contains five
sections: History/Perspective - Pre-511; Institutional Background in
Kentucky; Plans/Vision; Ongoing Activities; and Lesson Learned

Schuman, R. and PBS&J (1/10/01). 511 Update.

511 Case Studies (Arizona, Kentucky, Minnesota, San Francisco). State of
Practice Review of ATIS Business Models

Schuman, R. and PBS&J (August 2001). Summary of Transportation
Operations Data Issues.

Schwartz, J. (Nov. 2000). Cars Get Wired. [The Forrester
Report]{.underline}. Cambridge, MA**:** 1-18.

Telematics will bring the wireless Internet to cars. Safety and
entertainment services will succeed quickly, but interactive navigation
and information will struggle for three years with ill-defined packages
and benefits. Companies strive to bring media into cars. But technical
roadblocks and driver distraction issues cloud the prospect of car-based
interactivity. The promise of telemetric is five years off. Even as
safety and entertainment sell well in the next three years, consumers
won\'t buy into navigation and information\'s confusing value
proposition. But by 2005, device-aware consumers, a new wireless
landscape, and open standards will help drive Net-based products and
services into 30 million vehicles. Cars will provide their own real-time
traffic data. Privacy concerns create a balance between risk and
benefit. Personal headsets get a boost, and car dealers will get
hardware upgrade business.

Senecal, K. (2000). The Twofold Promise of the CORC Project. [OCLC
Systems & Services Vol. 16(2)]{.underline}**:** 84-90.

The two-pronged approach of OCLC\'s CORC project is described by a
participant in the project\'s beta test. One element is the building of
a collection of catalog records of Internet accessible resources,
reflecting two different metadata standards. The development of
automated cataloging features and the issues of link maintenance are
discussed. The second major element of the project is building database
of metasites or \"pathfinders\" that serve as subject guides to the
Internet. The two types of pathfinders are examined along with the
important role that they can play in a library\'s organization of Web
resources.

Shahbazian, E., P. Bergeron, et al. (1/1/99). Data Fusion Applications
for Military and Civilian Purposes Developed on DND/LM Canada Decision
Support Testbed.

Candidate Decision Support Systems, Blackboard Testbeds, and Data fusion
algorithms transferred from military applications (LM - Lockheed Martin)

Skarpness, B. and Battelle (5/5/00). Evaluation of the FORETELL(TM)
Consortium Operational Test: Weather Information for Surface
Transportation, FHWA Weather and Winter Mobility Program Surface
Transportation Weather Decision Support Requirements.

SmartRoute Systems (2/21/01). SmartRoute Systems Company Information
(Public Sector Partnership Division).

Focuses exclusively in traveler information data collection, fusion, and
dissemination. Creates public/private partnerships with government
agencies to build out the traveler info center and staff and operate the
center. Public sector commitment is to provide information to the
database and to purchase services.

Smils, J. (1999). Spatial Metadata: An International Survey of
Clearinghouses and Infrastructures**:** 321-343 (Book part?).

Key words: Spatial metadata; Geospatial Data Infrastructure; Geospatial
clearinghouses; GGDI; GSDI; Visual Geographical Interface.

Smith, B., et al. Transportation Management Applications of Anonymous
Mobile Call Sampling. Charlottesville, VA**:** pp. 1-4.(?) pages
missing?

\"This paper describes the ongoing evaluation study of anonymous mobile
call sampling for transportation applications underway in the
Washington, D.C. metropolitan area. The Universities of Maryland and
Virginia, with support from their respective State Departments of
Transportation, are investigating the potential of the RadioCamera
technology invented by U.S. Wireless Corporation to provide critical
data for traffic management applications. This method of data collection
is contrasted with other probe and point detection mechanisms.
Descriptions of prototype transportation management applications
employing this technology are offered. Potential technical limitations
are described, as well as means by which they might be obviated. The
planned economic evaluation is outlined, including the economic measures
to be quantified, the range over which valuation will be conducted, and
the means by which benefits will be enumerated. Finally, some
conclusions are offered.\"

Smith, B. L. and B. E. Smith (Nov. 2000). An Evaluation of the Need for
Configuration Management in Transportation Management Systems.
[TRB]{.underline}. Charlottesville, VA, TRB**:** 2-32.

\"Configuration management, a process developed to control change in
complex information technology-based systems, has attracted an
increasing amount of attention from the transportation engineering
community. As the intelligent transportation systems (ITS) program
accelerates, and transportation departments develop and operate
increasingly complex transportation management systems, the need for
configuration management grows. This research effort examines the need
for configuration management within transportation management systems by
exploring the foundations of configuration management, analyzing the key
functions of transportation management, surveying transportation
officials, and conducting a case study to examine the configuration
management process used by the Georgia Department of Transportation.\"

Smith, C. R. (1/1/92). A Bayesian Approach to Multisensor Data Fusion.

Definitions and concepts to formulate multi-sensor data fusion in the
presence of noise and interference.

Southwest Research Institute (1/7/1998). In-vehicle navigation system
Model Deployment Initiative Acceptance Test Plan: Version 1.1. San
Antonio, TX, Prepared for Texas Department of Transportation,
TransGuide. **SwRI Project No. 10-8684 P.O. No. 7-70030 Req. No.
60115-7-70030**.

Starr, A. and M. Desforges (1/1/99). Strategies for Data Fusion -
Sorting Through the Tool Box.

Map and validate a general schema for data fusion problems.

Tan, K.-L., et al. (Sept/Oct 2000). Query Rewriting for SWIFT (First)
Answers. [IEEE Transactions on Knowledge and Data Engineering, Vol. 12,
No. 5]{.underline}**:** 694-714.

Traditionally, the answer to a database query is construed as the set of
all n-tuples that meet the criteria stated. Strict adherence to this
notion in query evaluation is, however, increasingly unsatisfactory
because decision makers are more prone to adopting an exploratory
strategy of information search which we call \"getting some answers
quickly, and perhaps more later.\" From a decision-maker\'s perspective,
such strategy is optimal for coping with information overload and make
economic sense (when used in conjunction with a micropayment mechanism).
These new requirements present new opportunities for database query
optimization. In this paper, we propose a progressive query processing
strategy that exploits this behavior to conserve system resources and to
minimize query response time and user waiting time. This is accomplished
by the heuristic decomposition of user queries into subqueries that can
be evaluated on demand. To illustrate the practicality of the proposed
methods, we describe the architecture of a prototype system that
provides a nonintrusive implementation of our approach. Finally, we
present experimental results obtained from an empirical study conducted
using an Oracle Server that demonstrate the benefits of the progressive
query processing strategy.

Telcordia Technologies, I. (Aug 2000). Telcordia Notes on \.... the
Evolution of Enhanced Emergency Services. [Telcordia Technologies
Special Report SR-NOTES-SERIES-04 Issue 1]{.underline}.

The document is intended for anyone with a need to know about current
and future E9-1-1 service capabilities and architectures. This include
local exchange carrier personnel; including E9-1-1 planning, operations,
and marketing personnel; E9-1-1 network equipment suppliers; E9-1-1 PSAP
customer Premises Equipment suppliers; and any public safety community
personnel across the nation.

The 511 Deployment Coalition (January 2002). Deployment Assistance
Report #1: Business Models and Cost Considerations.

The Weather Team and Office of Safety and Traffic Operations Research
and Development FHWA USDOT (5/15/98). Weather Information For Surface
Transportation: A White Paper on Needs, Issues and Actions.

The White Paper focused on the needs of surface transportation decisions
for better support by weather information, integrated with other
information in the ITS. Findings are included from a special team
workshop and feedback from conference presentations, representing wide
participation by transportation and meteorological experts, in the
public and private sectors. The goals of the ITS program and of the FHWA
National Strategic Plan are to be met by a conceptual Weather
Information for Surface Transportation (WIST) System that will be part
of the ITS for use by surface transportation operators and travelers.
The goal of the WIST System is to achieve better outcomes in the surface
transportation system, and weather information is a resource to decision
making that can achieve this goal. Weather itself is a natural
constraint on transportation, but weather information as part of better
decision support can improve treatment of weather effects on surface
transportation facilities, allow travelers to cope better with
conditions, and expedite responses to weather-induced problems.

Thornely, J. (2000). Metadata and the Deployment of Dublin Core at State
Library of Queensland and Education. [OCLC Systems & Services, v16. n.
3]{.underline}. Queensland, Australia**:** 118-129.

Case studies of the deployment of Dublin Core at two significantly
different institutions in Queensland, Australia.

Tiwana, A. and B. Raesh (May/Jun. 2001). Integrating Knowledge on the
Web. [IEEE Internet Computing]{.underline}, IEEE**:** 32-39.

The web provides a ubiquitous medium for seamlessly integrating
distributed applications, formats, and content, making it well suited
for enterprise knowledge management.

Transportation Research Board (January 2000). Evaluating Intelligent
Transportation Systems, Advanced Traveler Information systems, and Other
Artificial Intelligence Applications: Planning and Administration.
[Transportation Research Record: Journal of the Transportation Research
Board]{.underline}. Washington, DC. **1739**.

Transportation Research Board (January 2000). Human Performance: Driver
Behavior; Road Design, and Intelligent Transportation Systems

Safety and Human Performance. [Transportation Research
Record]{.underline}. Washington, DC, Transportation Research Board

National Research Council. **1724**.

Transportation Research Board (January, 2001). Artificial Intelligence
and Intelligent Transportation Systems: Planning and Administration.
[Transportation Research Record: Journal of the Transportation Research
Board]{.underline}. **1774**.

This issue includes: Autonomous Agents for Traffic Simulation and
Control (pp.1-10); PEDFLOW: Development of an Autonomous Agent Model
Pedestrian Flow (pp. 11-7); Hybrid Simulated Anneling and Case-Based
Reasoning Approach for Computationally Intensive Transportation
Problems: Rationale and Design Issues (pp. 18-24); Use of Fuzzy
Interference for Modeling Prediction of Transit Ridership at Individual
Stops (pp. 25-35); Advanced Technology and Integrated Public Transit:
San Gabriel Valley Smart Shuttle Field Operational Test (pp. 44-51);
Measuring Aggregate Productivity Benefits from Intelligent
Transportation System Applications: The California Experience (pp.
52-59);Benefits Evaluation of Basic Information Dissemination Services
(pp. 60-70); Use of the National Architecture to Develop an Intelligent
Systems Strategic Plan: Case Study for a Medium-Sized Area (pp. 71-9);
Development of Canadian Architecture for Intelligent Transportation
Systems (pp. 80-9); Evaluation of the Environmental Effects of
Intelligent Cruise Control Vehicles (pp. 90-7); Implementing Adaptive
Driving Systems for Intelligent Vehicles by Using Neuro-Fuzzy Networks
(pp. 98-105); Automated Vehicle Identification Tag-Matching Algorithms
for Estimating Vehicle Travel Times: Comparative Assessment (pp.
106-14); and Evaluation Framework for Dynamic Vehicle Routing Strategies
Under Real-Time Information (pp. 115-122).

Turner, S. T. T. I. (September 2001). Guidelines for Developing ITS Data
Archiving Systems. College Station, TX, Sponsor: Texas Depart men of
Transportation, USDOT FHWA.

U.S. Wireless Corporation (12/13/00). U.S. Wireless Accelerates Location
of Network Deployment in Washington DC.

Announcement of selection of Wireless Facilities, Inc as the prime
contractor in the current build-out of Washington DC location and
traffic network. This deployment phase expands U.S. Wireless\' network
coverage to include the entire Beltway, as well as the B-W Parkway, all
of Arlington County, and portions of Tysons Corner.

USDOT logical flow national architecture.

USDOT (3/21/00). National Civilian GPS Services. Washington, DC.

USDOT initiative on potential of satellite navigation to improve both
safety and efficiency of the national transformation infrastructure.
Definition and policy on civilian GPS service augmentation for air and
surface-transportation are delineated.

USDOT, C. Alliance, et al. (10/23/00). Recommendations of the National
Mayday Readiness Initiative.

USDOT and FHWA (7/6/99). U.S. Transportation Secretary Slater Announces
17 Critical Standards for Intelligent Transportation Systems.
Washington, DC.

(news) U.S. Department of Transportation has identified 17 standards as
critical to the smooth operation of intelligent transportation systems
(ITS) throughout the United States, including one that will enable an
equipped vehicle to receive traveler information anywhere in the
country.

USDOT and (FTA) (Feb. 2000). Assessment of the Seattle Smart Traveler.
Washington, DC**:** 1-39.

The report documents the development, operation, and evaluation of the
Seattle Smart Traveler (SST), a dynamic ridematching system at the
University of Washington.

USDOT FHWA (Dec. 2000). What Have We Learned About Intelligent
Transportation Systems?

Overall evaluation of the National ITS Program. The seven areas reviewed
are: Freeway, Incident, and Emergency Management, and Electronic Toll
Collection; Arterial Management; Traveler Information Systems; Advanced
Public Transportation Systems; Commercial Vehicle Operations; and
Cross-Cutting Technical and Programmatic Issues.

USDOT ITS Joint Program Office (12/20/00). Background Discussion on
Guidance: Telecommunications Installations Limited Access Highway
Right-of-Way.

The document presents the key elements of the Federal Communication
Commission (FCC) decision on the Minnesota agreement and then discuss
the rationale for guidelines with respect to that decision to arrive at
an approach than addresses both transportation statutory and regulatory
issues, as well as those issues posed by the Telecommunications Act of
1996 (\"TCA\'). In developing these guidelines, the staffs of the
Federal Highway Administration (FHWA) and the FCC Common Carrier Bureau
have worked together to understand the issues of the various statutory,
regulatory, and policy frameworks.

USDOT ITS Joint Program Office (Aug. 1998). Developing Traveler
Information Systems Using the National ITS Architecture.
[FHWA-JPO-98-031]{.underline}. Washington, DC.

This is one of documents providing support for deploying Intelligent
Transportation Systems (ITS). This series addresses Traffic Signal
Control Systems, Freeway and Incident Management Systems, Transit
Management Systems, and Traveler Information Systems. The National ITS
Architecture provides a common structure for deploying these systems.
The document focuses on traveler information system, a component of ITS.
It aims to provide practical help for the transportation community with
deploying traveler information system in an integrated, multimodal
environment using the National ITS Architecture. The document covers the
basics of traveler information ITS applications (including
public-private partnerships), the role the National ITS Architecture can
play in traveler information system project development, the development
process for a regional architecture, some challenges faced by
transportation management agencies, and some best practices and lessons
learned for developing and deploying advanced traveler information
systems. The regional architecture will indicate how current and future
systems in the region may be integrated to obtain the added benefits
available through information of these systems.

USDOT ITS Joint Program Office (Oct. 1997). Developing Traveler
Information Systems Using the National ITS Architecture Technical
Edition. Washington, DC**:** 1-65.

The document provides practical guidance to the traveler information
systems community for deploying intelligent Transportation Systems (ITS)
consistent with the National ITS Architecture.

USDOT ITS Joint Program Office (Oct. 2000). Broadband Wireless &
Integrated Services.

\"The report discusses some of the newer broadband wireless
communications alternatives and describes how they could be used to
provide high-speed connections between fixed, transportable, and mobile
facilities. it also introduced the new integrate service technologies -
devices used to bundle voice, data, and video services for transmission
over a single link. In this case, it\'s a broadband wireless link.
Together, the new broadband wireless and integrated service technologies
can be used to provide efficient, cost-effective, and flexible
multi-service provisioning. The report introduces this concept and
discusses the potential for ITS applications.\"

USDOT ITS Joint Program Office, FHWA, et al. (9/30/00). Department of
Transportation\'s Intelligent Transportation Systems (ITS) Projects
Book.

The document describes ITS projects, tests, and studies initiated
through September 30, 2000, that partially or totally have been financed
from Federal ITS funds. Completed projects plus those projects
anticipated to be completed by the end of December 2000, as well as
ongoing projects are included in the document.

USDOT ITS Joint Program Office and A. R. Kane (12/22/00). Guidance on
Longitudinal Telecommunications December 22, 2000 Installations on
Limited Access Highway Right-of-Way.

A number of States have altered their utility accommodations policies to
allow longitudinal access to their limited access highway Right-of-Way
(ROW) for telecommunications installations; usually fiber optic cable.
Several of these installations to date have been public-private
partnerships with the telecommunication industry generally referred to
as AShared Resource@agreements. In December 1999, the Federal
Communications Commission (FCC) issued an opinion in the Minnesota
Department of Transportation (DOT) case involving such a partnership
that defined the FCC\'s interpretation of the Telecommunications Act of
1996 (TCA) and its application to the Minnesota agreement, which has
potentially broad implications for transportation agencies. As a result
of the FCC\'s opinion, the Federal Highway Administration (FHWA) engaged
in a discussion with the FCC to clarify how these partnerships and other
similar telecommunications installations should be conducted to avoid
conflict with the TCA and be consistent with FHWA\'s requirements for
highway safety and ROW management.\"

van Eck, P., J. Engelfriet, et al. (May/June 2001). A Survey of
Languages for Specifying Dynamics: A Knowledge Engineering Perspective.
[IEEE Transactions on Knowledge and Data Engineering, Vol. 13, No.
3]{.underline}, IEEE**:** 1041-4347.

\"During the last years, a number of formal specification languages for
knowledge-based systems has developed. Characteristics for
knowledge-based systems are a complex knowledge base and an inference
engine that uses this knowledge to solve a given problem. Specification
languages for knowledge-based systems have to cover both aspects. They
have to provide the means to specify a complex and large amount of
knowledge and they have to provide the means to specify the dynamic
reasoning behavior of a knowledge-based system. This paper focuses on
the second aspect. For this purpose, we survey existing approaches for
specifying dynamic behavior in related areas of research. In fact, we
have taken approaches for the specification of information systems
(Language for Conceptual Modeling and TROLL), approaches for the
specification of database updates and logic programming (Transaction
Logic and Dynamic Database Logic) and the generic specification
framework of Abstract State Machines.\"

Vetterli, T., A. Vaduva, et al. Metadata Standards for Data Warehousing:
Open Information Model vs. Common Warehouse Metamodel. Switzerland, The
work partially supported by Swiss Federal Office of Professional
Education and Technology under grant KTI-3979.1 (SMART).

Two standards for metadata in the context of their uses in the data
warehousing context are examined.

Vidal, J., P. Buhler, et al. (Jan/Feb 2001). Inside an Agent. [IEEE
Internet Computing.]{.underline}**:** 82-86.

The implementation and internal appearance of Internet agents are
discussed. It is necessary to understand an agent\'s architecture for
multiagent system platforms and in creating agent-based systems.

Virginia Department of Transportation (April, 2000). Policy on Access to
Smart Traffic Center Data and Video Imagery (DRAFT).

VDOT policy to disseminate the data and video imagery for its
transportation management system as widely as possible in order to:
reduce crashes and otherwise improve the safety of the surface
transportation system; inform the public and enhance the quality of
transportation services; facilitate route and mode choice among
transportation system users; and foster the development of traveler
services information by the private sector. Access to the imagery/data
shall be tightly governed by VDOT to ensure the security of the systems.
The number, location and method of access to the imagery/data will be
determined by VDOT.

W3C (Mar. 2000). XML Protocol Comparisons.

The purpose of the document is to compare and contrast a variety of XML
protocols.

Wang, H. and C. T. Goh (1/1/99). Fuzzy Logic Kalman Filter Estimation
for Two-Wheel Steerable Vehicles.

Use of DGPS, gyroscopic, and odometer data are fused to identify vehicle
location using Kalman filtering.

Waugh, A. (1998). Specifying Metadata Standards for Metadata Tool.
[Configuration Computer Networks and ISDN Systems 30
(1998)]{.underline}. Australia**:** 23-32.

A critical problem for metadata application is flexibility. A metadata
application must be sufficiently flexible to cope with changes to
metadata standards over time and to allow users to extend a standard to
cope with local requirements. A key component of supporting flexible
metadata applications is software that can be dynamically configured by
a specification of the metadata standard. By contrast, in current
metadata software the embedded standard is embedded in the code, making
changes relatively more difficult and expensive. Configurable software
also leas to better tools at a lower coast, as it is not necessary to
re-implement functionality for every new metadata standard. This paper
describes a metadata specification designed to support dynamic
configuration of metadata software by capturing features of metadata
standards. The specification comprises three components: the
classification of the metadata standard, the metadata schema, and the
metadata expression.

Weatherby, B., H. Rahka, et al. (10/19/98). SWIFT: Seattle Wide-area
Information for Travelers Architecture Study. McLean, VA, SAIC.

The SWIFT (Seattle Wide-area Information For Travelers) Field
Operational Test was intended to evaluate the performance of a
large-scale urban Advanced Traveler Information System (ATIS) deployment
in the Seattle area. The features of the SWIFT ATIS were the provision
of information for multiple transportation modes, the delivery of this
information using three different devices, and the use of the FM
sideband as the primary communication medium. The SWIFT Architecture
Study is one of five component studies to the overall system evaluation.
The report details the results of the SWIFT Architecture Study based on
the evaluation objectives that were initially identified in the SWIFT
Architecture Study test plan (1996). Specifically, four evaluation
objectives are identified in the SWIFT Architecture Study test plan. The
first two of these objectives relate to the system performance when the
system is operating according to its functional specifications, and is
essentially free of any component of failures. In contrast, the third
and fourth objectives focus on what happens when part of the system
becomes unavailable due to system component failures. For each of these
conditions, the performance of the architecture will be examined from
both the user (objectives 1 and 3) and system (objectives 2 and 4)
perspective.

Wheatley, S. (5/21/01). Toad CE Explains Developing Telematics Business
in Wall Street Transcript Interview.

interview Toad PLC\'s CE Stephen Wheatley told that the company planed
to develop a market position in telematics, while continued developing
its core businesses, corporate, Audio Express (wholesaling business),
and its security business.

Wheatman, V. (12/7/01). New XML Framework to Enable E-Commerce Digital
Signature and Data Encryption, Gartner FirstTake.

(news) A consortium of technology companies, led by Microsoft, VeriSign
and webMethods, announced XKMS, which will allow software developers to
integrate digital signatures and data encryption into the programming
language of e-commerce applications. The consortium will submit the XKMS
specification to Web standards bodies for consideration as an open
Internet standard. Moreover, Microsoft intends to incorporate support
for XKMS into its .NET architecture for use in business-to business and
business-to-consumer environments.

Witty, R. and J. Pescatore (11/20/00). XML-Based Authorization Standards
Promise Path to Interoperability, Gartner FirstTake.

(news) Secruant announced that it is facilitating a working group to
further the development of AuthXML, the company\'s XML-based product for
securing e-commerce transactions. Netegrity announced that it is working
with a group of companies to develop Security Services Markup Language
(S2ML), its XML-based standard for securing e-commerce transactions.

Wunderlich, K., M. Hardy, et al. (Jan, 2001.). On-Time Reliability
Impacts of Advanced Traveler Information Services (ATIS): Washington DC
Case Study, FHWA, MITRETEK.

Using results from a large-scale case study in Washington DC, study
shows that even though over time ATIS users realize only marginal
reduced in-vehicle travel time, they do realize substantial time
management benefits from improved on-time reliability and trip
predictability

Yang, X. and L. Jiao (1998). Fast Global Optimization Neural Network and
Its Application in Data Fusion Proceedings of ICSP \'98.
[ICSP]{.underline}. Xi\'an, China**:** 1351-1354.

The paper presents a neural network with a fast global optimization
algorithm and its application in the data fusion. This neural network is
based on the global property of generic algorithm and the high speed
property of expectation maximization (EM) algorithm. Simulation results
show the this neural network is of robustness in the data fusion.

Zhang, X. (1998). An Information Model and Method of Feature Proceedings
of ICSP \'98. [ICSP]{.underline}. Dalian, China**:** 1389 -1392.

For a specific pattern recognition problem, many kinds of feature
information can be extracted by different signal analysis means. How to
use efficiently such kinds of feature information is widely concerned in
the field of pattern recognition. This paper presents an information
network model that considers the algorithms of feature extractions,
feature fusion and classification as information engines. A measuring
criterion of feature fusion is proposed by analyzing the feature fusion
mechanism. In addition, a fusion method based on dynamic programming is
presented. In the sense of dynamic programming, a complex process
obtaining the global satisfactory solution could be dramatically
simplified. The application in the classification of underwater acoustic
signals obtained satisfactory result.

Zhou, Y. and H. Leung (1/1/98). A Maximum Likelihood Estimator for
Multisensor Data Fusion Applications.

Algorithms for calculations of the scaling parameters under noisy input
conditions, assuming knowledge of noise covariance

Zhou, Y., H. Leung, et al. (1/1/97). Sensor Alignment Using the
Earth-Centered Earth-Fixed Coordinate System.

Reference systems for GIS and data fusion techniques.

Zimmerman, C. B., M. B. Raman, et al. (January 2002). Sharing Data for
Public Information: Practices and Policies of Public Agencies.
Washington, DC, Sponsoring Agency: ITS Joint Program Office

USDOT.

As the primary source of basic data on travel conditions, public
agencies through their data sharing practices can have a powerful effect
on deployment of 511 telephone numbers and other types of traveler
information services. This report documents the current state of the
practice, describing how the public and private sectors deal with data
ownership and sharing, and examines policies aimed at facilitating data
sharing and ultimately improving the quality and quantity of information
that reaches travelers. \"Data\" in this report encompasses digital,
video, and verbal forms of information.

The report is based on information collected from two sources. Surveys
were conducted with thirty-four public agencies and seven private firms.
The surveys consisted of interviews with representatives of public and
private sector entities that are active participants in data sharing.
The 30-minute interviews included a variety of questions about data
sharing practices, such as the types of information shared, recipients
of the data, and types of conditions placed on users of the data. The
surveys were complemented with a review of the literature about data
sharing practices related to traveler information and other types of
data.

Major findings of the research are presented along with policy issues
related to data sharing. The policy considerations relate to the
philosophy about the nature of public sector data and the public
sector\'s role and responsibilities in making data available to other
parties.

> **Data Quality References**

Mamdani, E. and J. Pitt (Sept/Oct 2000). Responsible Agent Behavior: A
Distributed Computing Perspective. [IEEE Internet
Computing]{.underline}**:** pp. 27-31.

The legal aspects of autonomous, synchronously communicating, and
intelligent software, especially in open systems of artificial
intelligence (AI) are discussed.

NEMA and USDOT (1996). NTCIP 1202: National Transportation
Communications for ITS Protocol (NTCIP) Object Definitions for Actuated
Traffic Signal Controller Units

(formerly TS 3.5-1996)

(summary).

This NTCIP Device Data Dictionary Standard defines the data elements and
conformance requirements for Actuated Traffic Signal Controller Units.
It defines requirements that are applicable to specific environments for
which they are intended. The data elements are defined using the Simple
Network Management Protocol (SNMP) object-type formerly as defined in
RFC 1212 and would typically be exchanged using one of the NTCIP
recognized Application Layers (e.g. SNMP)

NEMA and USDOT (1997). NTCIP 1203: NTCIP Object Definitions for Dynamic
Message Signs (DMS)

(formerly TS 3.6-1997)

(summary).

This NTCIP Device Data Dictionary Standard defines the data elements and
conformance requirements for Dynamic Message Signs. It defines
requirements that are applicable to all NTCIP Dynamic Message Sings and
it also contains optional and conditional clauses that are applicable to
specific environments for which they are intended. The data elements are
defined using the Simple Network Management Protocol (SNMP) object-type
format as defined in RFC1212 and would typically be exchanged using one
of the NTCIP recognized Application Layers (e.g. SNMP)

NEMA and USDOT (1998). NTCIP 1204: NTCIP Object Definitions for
Environmental Sensor Stations (ESS)

(formerly TS 3.7-1998)

(summary).

This NTCIP Device Data Dictionary Standard defines the data elements and
conformance requirements for Environmental Sensor Stations. IT defines
requirements that are applicable to all NTCIP Environmental Sensor
Station, and it also contains optional and conditional clauses that are
applicable to specific environments for which they are intended. The
data elements are defined using the Simple Network Management Protocol
(SNMP) object-type format as defined in RFC 1212 and would typically be
exchanged using one of the NTCIP recognized Application Layers (e.g.,
SNMP).

NEMA and USDOT (2000). NTCIP 1401: TCIP-Common Public Transportation
(CPT) Business Area Standard

(summary).

NTCIP 1401\'s main application is the data and data concepts that
describe the set of infrastructure (fixed and rolling) data such as
vehicles, employees, facilities, and assets.

NEMA and USDOT (2000). NTCIP 1402: Standard on Incident Management (IM)
Objects

(summary).

NTCIP 1402\'s main application is production of all data needed to
identify the date, time, and location of events, the source of the
information about the event, codes for indication the type and severity
of the incident.

NEMA and USDOT (2000). NTCIP 1403: Standard on Passenger Information
(PI) Objects

(summary).

NTCIP 1403\'s main application is the input of data associated with
traveler preferences (departure time, arrival time, mode, cost, etc.),
estimated time of arrival, published schedules, and other types of
information.

NEMA and USDOT (2000). NTCIP 1404: Standard on Scheduling/Runcutting
(SCH) Objects

(summary).

NTCIP 1404\'s main application is the input of data needed to develop
the master schedule, trip sheet run guides, paddles, inventory files,
and other supplemental information.

NEMA and USDOT (December 2000). NTCIP 1406: TCIP On-Board (OB) Business
Area Standard

(Draft)

(fact sheet).

This standard describes the semantics (descriptions of words and
symbols) and formats of objects (e.g., data elements) and messages for
on-board systems applicable to non-rail PTVs, specifically buses.

NTCIP Joint Committee (12/1/00). NTCIP Overview.

Overview of the role of NTCIO in the ITS standards family.

Paul, R., et al. (Jan/Feb 1999). Software Metrics Knowledge and
Databases for Project Management. [IEEE Transactions on Knowledge and
Data Engineering, Vol. 11, No. 1]{.underline}**:** 255-26.

Construction and maintenance of large, high-quality software is a
complex, error-prone, and difficult process. Tools employing software
database metrics can play an important role in efficient execution and
management of such large projects. In this paper, we present a generic
framework to address this problem. This framework incorporate database
and knowledge-base tools, a formal set of software test and evaluation
metrics, and a suite of advanced analytic techniques for extracting
information and knowledge from available data. The proposed combination
of critical metrics and analytic tools can enable highly efficient and
cost-effective management of large and complex software projects. The
framework has potential for greatly reducing venture risks and enhancing
the production quality in the domain of large software project
management.

Paulson, L. (Jul/Aug 2000). Data Quality: A Rising E-Business Concern,
IT Pro.

(article) Data quality isn\'t just cleaning up individual records -
it\'s about making data continue to serve business needs.

Prahalad, C. K. and M. S. Krishnan (Sept/Oct 1999). The New Meaning of
Quality in the Information Age. [Harvard Business Review Sept./Oct.
1999]{.underline}**:** 109-118.

Businesses are adopting the emerging view of quality: adjusting to the
dynamically shifting expectation of costumers. In software and
information products, the concept of quality usually incorporates both
the conformance and service views of quality. In addition, customers\'
expectation including technical support, etc., should also be emphasized
as the critical part of software quality.

Proper, A. and R. Maccubbin (8/29/00). ITS Benefits: Data Needs Update
2000: Prepared in Connection with the 12 July ITS Benefits Data Needs
Workshop, MITRETEK.

The summary highlights where gaps or limited knowledge exists concerning
the benefits of ITS services.

Qiu, B., et al. (1998). A Basis Function Network for Remote Sensing
Classification Proceedings of ICSP \'98. [ICSP]{.underline}. Beijing,
China**:** 1339-1392.

For the problem of remote sensing classification, a basis function
network is proposed in this paper. Compared with BP network, it avoids
the problems of the hidden nodes selection and the weights
initialization. The experiment results show that this basis function
network has a better performance of classification for the complex
remote sensing pattern with fast training velocity.

Qiu, B. and P. L. Woon (1998). The Hardware Implementation of a Generic
Fuzzy Rule Processor Proceedings of ICSP \'98. [ICSP]{.underline}.
Clayton, Australia**:** 1343-1346.

Description of the hardware design and implementation of a generic fuzzy
processor. The processor allows the user to chose from a large range of
inference and defuzzification methods. The number of inputs and outputs
was limited to 3, with a width of 8-bits for each. Rule base size and
the number of inferences that can be performed per second were not a
critical factor as larger and faster specifications will simply increase
the end cost. Design and simulation using Altera\'s Max+plus2
programmable logic development software was then conducted, and verified
correct operation. The generic fuzzy processor was ultimately realized
via construction using Altera FLEX 8000 FPGAs.

Rational Software Corporation (2000). Mapping Object to Data Models with
the UML: Rational Software.

Software developers deal with object oriented software development and
use the logical class model to represent the main view at the
application, while the Database team designs, models, builds and
optimizes the database. The UML and the UML Profile for Data Modeling
can help solve the challenge of interface and overlap between the set of
distinct responsibilities in database application development.

Raymund, P., T. L. Kunii, et al. (Jan/Feb 1999). Software Metrics
Knowledge and Databases for Project Management. [IEEE Transactions on
Knowledge and Data Engineering, Vol. 11, No. 1]{.underline}, IEEE**:**
1041-4347.

\"Construction and maintenance of large, high quality software projects
is a complex, error-prone, and difficult process. Tools employing
software database metrics can play an important role in efficient
execution and management of such large projects. In this paper, we
present a generic framework to address this problem. This framework
incorporates database and knowledge-base tools, a formal set of software
test and evaluation metrics, and suite of advanced analytic technique
for extracting information and knowledge from available data. The
proposed combination of critical metrics and analytic tools can enable
highly efficient and cost effective management of large and complex
software projects. The framework has potential for greatly reducing
venture risks and enhancing the production quality in the domain of
large software project management.\"

Rehor, K. What is VoiceXML?

Definition of voiceXML (a language for creating voice-user interfaces,
particularly for the telephone), and the systems architecture.

Rehor, K. (1/17/01). VoiceXML.

Background on Voice XML - non-technical.

Schaaf, M. and F. Maurer (Jan/Feb 2001). Integrating Java and CORBA: A
Programmer\'s Perspective. [IEEE Internet Computing]{.underline}.
Canada**:** 72-78.

A case study using a small chat room application to describe how a
programmer can combine Java RMI\'s ease of use with CORBA\'s language
neutrality

Schintler, L. and M. A. Farooque (2001). Partners In Motion and Traffic
Congestion in the Washington, D.C. Metropolitan Area, Center for
Transportation Policy and Logistics, School of Public Policy, George
Mason University.

The study uses a traffic simulation model to aid in the evaluation of
Partners In Motion of its objectives: improving the quality, quantity,
and availability of travel information to transportation agencies, the
media, and the public in the Washington, D.C. metropolitan area. The
report evaluates Partners In Motion, as it has developed over the last
two years and how it may evolve over the next decade, with respect to
the goal of reducing congestion.

Schuman, R. and PBS&J (August 2001). Summary of Transportation
Operations Data Issues.

Senecal, K. (2000). The Twofold Promise of the CORC Project. [OCLC
Systems & Services Vol. 16(2)]{.underline}**:** 84-90.

The two-pronged approach of OCLC\'s CORC project is described by a
participant in the project\'s beta test. One element is the building of
a collection of catalog records of Internet accessible resources,
reflecting two different metadata standards. The development of
automated cataloging features and the issues of link maintenance are
discussed. The second major element of the project is building database
of metasites or \"pathfinders\" that serve as subject guides to the
Internet. The two types of pathfinders are examined along with the
important role that they can play in a library\'s organization of Web
resources.

Smils, J. (1999). Spatial Metadata: An International Survey of
Clearinghouses and Infrastructures**:** 321-343 (Book part?).

Key words: Spatial metadata; Geospatial Data Infrastructure; Geospatial
clearinghouses; GGDI; GSDI; Visual Geographical Interface.

Smith, B. L. and B. E. Smith (Nov. 2000). An Evaluation of the Need for
Configuration Management in Transportation Management Systems.
[TRB]{.underline}. Charlottesville, VA, TRB**:** 2-32.

\"Configuration management, a process developed to control change in
complex information technology-based systems, has attracted an
increasing amount of attention from the transportation engineering
community. As the intelligent transportation systems (ITS) program
accelerates, and transportation departments develop and operate
increasingly complex transportation management systems, the need for
configuration management grows. This research effort examines the need
for configuration management within transportation management systems by
exploring the foundations of configuration management, analyzing the key
functions of transportation management, surveying transportation
officials, and conducting a case study to examine the configuration
management process used by the Georgia Department of Transportation.\"

TCIP (2/27/01). Transit Communications Interface Profiles.

Overview info of TCIP \-- a suite of data interface standards for the
transit industry

Thompson, H., et al. (W3C), (10/24/00). XML Schema Part 1: Structures.

Specification of the XML Schema definition language, which sets the
constraints and structure of the contents of XML ver 1.0 documents. XML
Schema: Structures specifies the XML Schema definition language, which
offers facilities for describing the structure and constraining the
contents of XML1.0 documents, including those which exploit the
XMLNamespace facility. The schema language, which itself represented in
XML 1.0 and uses namespaces substantially reconstructed and considerably
extends the capability found in XML 1.0 document type definitions
(DTDs).

Thornely, J. (2000). Metadata and the Deployment of Dublin Core at State
Library of Queensland and Education. [OCLC Systems & Services, v16. n.
3]{.underline}. Queensland, Australia**:** 118-129.

Case studies of the deployment of Dublin Core at two significantly
different institutions in Queensland, Australia.

Turner, D. and K. W. E. I. Ross (Apr/Jun 2001). A Comprehensive
Architecture for Continuous Media Email. [IEEE]{.underline}. France**:**
88-98.

To address quality of service, message deletion, and forwarding and
replying problems, integrated sender- and recipient-stored delivery
approach is addressed.

Vetterli, T., A. Vaduva, et al. Metadata Standards for Data Warehousing:
Open Information Model vs. Common Warehouse Metamodel. Switzerland, The
work partially supported by Swiss Federal Office of Professional
Education and Technology under grant KTI-3979.1 (SMART).

Two standards for metadata in the context of their uses in the data
warehousing context are examined.

Vidal, J., P. Buhler, et al. (Jan/Feb 2001). Inside an Agent. [IEEE
Internet Computing.]{.underline}**:** 82-86.

The implementation and internal appearance of Internet agents are
discussed. It is necessary to understand an agent\'s architecture for
multiagent system platforms and in creating agent-based systems.

Villani, S. (12/20/00). ITS Data Registry Public Release in January
2001. Piscataway, NJ.

(news) The Institute of Electrical and Electronics Engineers Standards
Association (IEEE-SA) announces the public release of the Intelligent
Transportation systems Data Registry (ITS DR) for 1 January 2001. The
ITS DR is a centralized dictionary for all formally specified ITS terms
and messages which currently contains data elements and concepts form
the Traffic Management Data Dictionary (TMDD), Transit Communications
for ITS Profiles (TCIP), National Transportation Communications for ITS
Protocol (NTCIP), etc.

Virginia Department of Transportation (April, 2000). Policy on Access to
Smart Traffic Center Data and Video Imagery (DRAFT).

VDOT policy to disseminate the data and video imagery for its
transportation management system as widely as possible in order to:
reduce crashes and otherwise improve the safety of the surface
transportation system; inform the public and enhance the quality of
transportation services; facilitate route and mode choice among
transportation system users; and foster the development of traveler
services information by the private sector. Access to the imagery/data
shall be tightly governed by VDOT to ensure the security of the systems.
The number, location and method of access to the imagery/data will be
determined by VDOT.

W3C (2/24/99). Resource Description Framework (RDF) Model and Syntax
Specification: W3C Recommendation. (www.w3c.org/RDF/)

A W3C recommendation on RDF model and syntax specification

Wallace, B. and R. Whiting (9/20/99). Data Quality Moves to the
Forefront.

Provides the results of the Information Week survey that gauged the
technology and spending plans of IT executives. Also provides short
\"case study\" descriptions of data quality efforts at various
organizations.

Waugh, A. (1998). Specifying Metadata Standards for Metadata Tool.
[Configuration Computer Networks and ISDN Systems 30
(1998)]{.underline}. Australia**:** 23-32.

A critical problem for metadata application is flexibility. A metadata
application must be sufficiently flexible to cope with changes to
metadata standards over time and to allow users to extend a standard to
cope with local requirements. A key component of supporting flexible
metadata applications is software that can be dynamically configured by
a specification of the metadata standard. By contrast, in current
metadata software the embedded standard is embedded in the code, making
changes relatively more difficult and expensive. Configurable software
also leas to better tools at a lower coast, as it is not necessary to
re-implement functionality for every new metadata standard. This paper
describes a metadata specification designed to support dynamic
configuration of metadata software by capturing features of metadata
standards. The specification comprises three components: the
classification of the metadata standard, the metadata schema, and the
metadata expression.

Whiting, M. (11/17/97). Self-Describing Data.

Background on metadata (SDD). Definitions and examples of
Self-Describing Data (SDD).

Zhou, Y., H. Leung, et al. (1/1/97). Sensor Alignment Using the
Earth-Centered Earth-Fixed Coordinate System.

Reference systems for GIS and data fusion techniques.

Zimmerman, C. B., M. B. Raman, et al. (January 2002). Sharing Data for
Public Information: Practices and Policies of Public Agencies.
Washington, DC, Sponsoring Agency: ITS Joint Program Office

USDOT.

As the primary source of basic data on travel conditions, public
agencies through their data sharing practices can have a powerful effect
on deployment of 511 telephone numbers and other types of traveler
information services. This report documents the current state of the
practice, describing how the public and private sectors deal with data
ownership and sharing, and examines policies aimed at facilitating data
sharing and ultimately improving the quality and quantity of information
that reaches travelers. \"Data\" in this report encompasses digital,
video, and verbal forms of information.

The report is based on information collected from two sources. Surveys
were conducted with thirty-four public agencies and seven private firms.
The surveys consisted of interviews with representatives of public and
private sector entities that are active participants in data sharing.
The 30-minute interviews included a variety of questions about data
sharing practices, such as the types of information shared, recipients
of the data, and types of conditions placed on users of the data. The
surveys were complemented with a review of the literature about data
sharing practices related to traveler information and other types of
data.

Major findings of the research are presented along with policy issues
related to data sharing. The policy considerations relate to the
philosophy about the nature of public sector data and the public
sector\'s role and responsibilities in making data available to other
parties.

> **Model Deployment Initiatives and Field Test Evaluations**

Dailey, D., M. Haselkorn, et al. (1/1/98). A Structured Approach to
Developing Real-Time Distributed Network Applications for ITS
Deployment.

Framework for addressing ITS-specific networks, e.g., reliability
issues, fault tolerance, etc

Dailey, D. and W. S. T. C. (TRAC) (May 2001). Smart Trek: A Model
Deployment Initiative Final Research Report. Seattle, Washington,
Prepared for Washington State Reason Commission, and USDOT FHWA.
**Research Project T9903 Task 78 Timesaver Backbone**.

FASTLINE (11/19/97). Embarc System Design Report. Phoenix, AZ, prepared
for AZTech Model Deployment Initiative.

FHWA and FTA (Aug. 2000). What\'s Yours, Mine, and Ours: Overcoming
Intellectual Property Rights Issues: A Cross-Cutting Study Facilitating
Private Sector Participation and Expediting Deployment, FHWA, FTA.

Cases on copyright issues over the ownership and use of intellectual
property developed jointly by public and private sectors for ITS test or
model deployment.

Ice, R. and ITS America (6/10/97). Applying the National ITS
Architecture to the Model Deployment Initiatives.

Lappin, J. (1/1/00). Advanced Traveler Information Service (ATIS): Who
Are ATIS Customers?

Based on the work of the MMDI Customer Satisfaction evaluation team.
Sections include: external factors influencing customer demand, using
attitudes and values to segment the ATIS market, classification of MMDI
customers, ATIS traffic customer characteristics, ATIS transit customer
characteristics

Lappin, J. (2/9 -10/00). Advanced Traveler Information Service (ATIS):
What do ATIS Customers Want? Cambridge, MA, EG&G Services/Volpe Center.

(presentation) Based on the work of the MMDI Customer Satisfaction
evaluation team. Synthesizes findings from customer satisfaction
research and evaluations dating back to 1996, including several field
operational tests.

Pond, L. (6/3/99). A comparison of three methods of data transfer for
Center-to-Center communications, University of Washington ITS Research
Group.

Science Applications International Corporation Automated Vehicle
Identification Tags in San Antonio: Lessons Learned from the
Metropolitan Model Deployment Initiative.

Science Applications International Corporation (10/19/98). Seattle
Wide-Area Information for Travelers: Architecture Study. Seattle,
Washington, prepared for WSDOT. **Contract Number: WSDOT Y-5908**.

Science Applications International Corporation (March 2001). Automated
Vehicle Identification Tags in San Antonio: Lessons Learned from the
Metropolitan Model Deployment Initiative - Unique Method of Collecting
Arterial Traveling Speed Information**:** 12.

Science Applications International Corporation (March 2001). Phoenix\'s
Roadway Closure and Restriction System, Lessons Learned from the
Metropolitan Model Deployment Initiative, AZTech.

Science Applications International Corporation (March 2001). San
Antonio\'s Medical Center Corridor: Lessons Learned form the
Metropolitan Model Deployment Initiative.

Science Applications International Corporation (May 2000). Metropolitan
Model Deployment Initiative: San Antonio Evaluation Report. Washington,
DC, Sponsoring Agency: USDOT.

Science Applications International Corporation (October 2001).
Cross-Jurisdictional Signal Coordination in Phoenix & Seattle: Removing
Barriers to Seamless Arterial Travel.

Southwest Research Institute (1/7/1998). In-vehicle navigation system
Model Deployment Initiative Acceptance Test Plan: Version 1.1. San
Antonio, TX, Prepared for Texas Department of Transportation,
TransGuide. **SwRI Project No. 10-8684 P.O. No. 7-70030 Req. No.
60115-7-70030**.

Southwest Research Institute (1/23/1998). Automated Vehicle
Identification Model Deployment Initiative System Design Document
Version 1.0. San Antonio, Texas, Prepared for Texas DOT, TransGuide.
**SwRI Project No. 10-8694**

**P.O. No. 7-70030**

**Req. No. 60115-7-70030**.

Southwest Research Institute (2/19/98). Traveler Information Kiosk Model
Deployment Initiative System Design Document Version 1.0. San Antonio,
TX, Prepared for Texas DOT, TransGuide. **SwRI Project No. 10-8684, P.O.
No. 60115-7-70030, Reg. No. 60115-7-70030**.

Southwest Research Institute (11/3/97). Traveler Information Kiosk Model
Deployment Initiative Acceptance Test Plan. San Antonio, TX, Prepared
for Texas DOT, TransGuide. **SwRI Project No. 10-8684, P.O. No.
60115-7-70030, Reg. No. 60115-7-70030**.

Texas DOT (10/22/1999). TransGuide Model Deployment Initiative.

Texas Department of Transportation TransGuide Data Server System Design
Document Data Server Acceptance Test Plan In-Vehicle Navigation System
Design

The University of Washington and Battelle (6/23/99). Smart Trek ITS
Backbone.

Traffic Station (2/22/01). Traffic Station Company Information.

Provider of personalized, interactive traffic, transportation, and
traveler information for the Internet, wireless, and telematics markets.
Currently offers services to 28 major metro markets across North
America. Has been chosen for several MMDIs: AZTech in Phoenix, Trips 123
in the New York Metro Area, and TravInfo in the San Francisco Bay Area.

USDOT (May 2000). Metropolitan Model Deployment Initiative: Seattle
Evaluation Report. **Publication No.: FHWA-OP-00-020**.

USDOT (September 1999). Regional ITS Architecture Development: A Case
Study New York-New Jersey-Connecticut Region.

USDOT and The Architecture Team (February 1999). National ITS
Architecture Team Support for Model Deployment Initiatives.

To facilitate the showcasing of compatibility of various interfaces
among the Model Deployment Initiative (MDI) sites, the Architecture Team
has identified interface opportunities that present the greatest
potential.

Washington State DOT and USDOT (8/29/97). Self Describing and Self
Extracting Data Flows (SDD/SED): Client User Information Bulletin.

[^1]: Urban Mobility Study 2001, Texas Transportation Institute, College
    Station, Texas, 2001.

[^2]: Moving Ahead: The American Public Speaks on Roadway and
    Transportation in Communities, Federal Highway Administration,
    FHWA-OP-01-017, 2001.

[^3]: There are many definitions of architecture, usually closely tied
    with the context of usage. In this context, architecture refers to a
    structure of components, their relationships, and the principles and
    guidelines governing their design and evolution over time (IEEE
    source).

[^4]: For this report, information is considered to be data which has
    been processed for some purposeful use.

[^5]: ATIS Data Collection Guidelines Workshop: Workshop Summary, ITS
    America Publication, February 2000.

[^6]: Developing Traveler Information Systems Using the National ITS
    Architecture, FHWA -- ITS JPO, August 1998.

[^7]: Additional insights into this wide-ranging field can be found at
    www.its.dot.gov.

[^8]: The specification and quantification of "error-free" data
    transmission and reception is an overall systems requirement and
    primarily a function of the telecommunication subsystem design and
    operation.

[^9]: XML is an emerging representation language used by Internet
    browsers (and other applications). HTML is the current defector
    standard.

[^10]: ADUS -- Archived Data User Services represents the systematic
    storage of real-time data collected through deployed ITS subsystems.
    ADUS is the mechanism for managing ITS data beyond real-time
    control. See www.its.gov/TravelManagement/adus.html.

[^11]: "Model" is a term with many uses. In this study, model refers to
    a description of the ATIS data fusion activities using a five-part
    functional representation, which is the focus of Section 4.

[^12]: Klein, L., Sensor Technologies And Data Requirements For ITS,
    Boston, MA, Artech House, 2001.

[^13]: Reliability refers to the availability of the sensor to supply at
    any given time a signal matching the sensor performance
    requirements.

[^14]: Thuraisingham, B., *Managing and Mining Multimedia Databases*,
    CRC Press, New York, 2002.

[^15]: Redman, T., "The Impact of Data Quality on the Typical
    Enterprise", *Communications of the ACM*, Vol. 41, No.2, February
    1998.

[^16]: Loshin, D. Enterprise Knowledge Management: The Data Quality
    Approach, Morgan-Kaufman, San Diego, 2001.

[^17]: This includes "free" data or "for fee" data, the cost of which is
    relative to the overall system objectives and importance of the data
    for achieving the objectives.

[^18]: See www.its-standards.net for additional information.

[^19]: The five layers are: Information, applications, transport,
    sub-networks, and plant level. Most transportation-specific
    standards are at the information level in which standards, data, and
    objects are under development. The other layers draw heavily on
    protocols and standards developed in the telecommunications,
    computing, electrical, and electronic industries.

[^20]: While traveler information exchange is focused at the traffic
    management center, other units of an agency are or may be involved
    with [C2C](mailto:C@C) functions. For example, the structures unit
    of a state Department of Transportation typically keeps design
    information in databases, which may be needed by a traveler
    information system and data fusion algorithm to verify weight limits
    on a roadway segment.

[^21]: Introduction to Standards for Roadway Weather Information Systems
    (RWIS), Federal Highway Administration, July 2002.

[^22]: CORBA is a product of more than 12 years of collaboration among
    approximately 300 industry representatives, known as the Object
    Management Group. The intent of the collaboration was to foster
    interoperability and interchangeability for data base management
    systems. See www.OMG.org.

[^23]: NTCIP 2304 "Application Profile for Data Exchange ASN.1"
    (DATEX-ASN.1) and NTCIP 2305 "Common Object Request Broker
    Architecture" (CORBA) are the two defining standards.

[^24]: XML is a representation language that contributes to the
    development of the "Semantic Web," in which automated agents
    effectively search the Internet and find the right information that
    a user is seeking. HTML is a simple and easy-to-use presentation
    format intended for a human audience, not for processing by an
    "intelligent" application. XML was created to add clues or markers
    in the data that would enable an application to better "understand"
    what the data is about. XML is used primarily for two purposes: as a
    representation language to create documents (especially those with
    self-defined style sheets and document definitions) and as a dynamic
    object, facilitating data exchange or dynamic representation. In the
    latter application of XML, the W3C is developing a Document Object
    Model (DOM) to allow programs and scripts to dynamically interface
    and access the content, structure, and style of documents,
    independent of the platform and language employed. DOM uses a
    current three-level model to delineate standards and functions of
    the DOM. Additional information is available at "www.w3.org/DOM."

[^25]: Dailey, D., et.al., *ITS Data Fusion*, FHWA Report, September
    1996.

[^26]: Hall, D. and Llinas, J., *Handbook of Multi-Sensor Data Fusion*,
    CRC Press, 2001.

[^27]: The issue of sensor control by the non-owner is a key concern and
    highlights some of the multi-jurisdictional challenges of a more
    fully integrated ATIS data fusion system. Current data dictionaries
    and protocols for C2C operations do allow for "remote" control
    (e.g., a management center controlling a CCTV sensor outside their
    jurisdiction), however, whether these control functions will be
    enabled is an institutional planning and implementation issue. At
    this point, no general guidance or pattern of practice has emerged.

[^28]: The effects and effectiveness of agency/service co-location on
    increased performance are usually offered anecdotally.

[^29]: Closing the Data Gap: Guidelines for Quality ATIS Data -- Version
    1.0, Working paper by ITS America and USDOT(FHWA), September 2000.

[^30]: The number and frequency of use of one or more probe vehicles are
    a planning and design decision based on the desired information,
    accuracy, and frequency of update.

[^31]: Using multi-path phenomena, a variety of cellular phone companies
    were experimenting with using signals to locate and estimate
    vehicular speed/direction (assuming cellular service activation in a
    vehicle). These projects and studies of this effect have since been
    suspended or discontinued due to the substantial downturn in the
    U.S. telecommunications industry during the past 6-18 months.

[^32]: *Trav-Tek System Architecture Evaluation*, Federal Highway
    Administration, July 1995.

[^33]: Lappin, J., What Have We Learned About ATIS and Customer
    Satisfaction?, FHWA Report, December 2000.

[^34]: Beyond those standards identified by the National ITS
    Architecture mentioned earlier.

[^35]: Knoblock, C., Lerman, K., Minton, S., and Muslea, I., "Accurate
    and Reliably Extracting Data From the Web: A Machine Learning
    Approach", Report for the IEEE Computer Society Technical Committee
    on Data Engineering, 1999.

[^36]: ARC Group, In-Car Telematics Fitted in 56 Million Vehicles by
    2005, Press Release, March 2001.

[^37]: Anderson, S., *32-bit Power Drives the Intelligent Car*, Motorola
    Press Release, March 2001.

[^38]: Zimmerman, C, et.al., Sharing Data for Traveler Information:
    Practices and Policies of Public Agencies, FHWA ITS JPO Report,
    January 2002.

[^39]: A common example is the need to have a full-motion video feed
    from a Traffic Management Center (TMC) to a broadcast studio. The
    costs for the communications link and interface equipment at/near
    the public TMC are paid by the broadcast affiliate.

[^40]: Noonan, J. and Shearer, O., ITS Field Operational Test
    Crosscutting Study: Advanced Traveler Information Systems, FHWA
    Joint Program Office, FHWA-JPO-99-038, September 1998.

[^41]: Cluett, C., Travelers' Use of the WSDOT Traffic Conditions Web
    Site: Customer Satisfaction Evaluation; Metropolitan Model
    Deployment Initiative: Seattle, Washington, FHWA Joint Program
    Office, January 2000.

[^42]: Carter, M. et.al., Metropolitan Model Deployment Initiative; San
    Antonio Evaluation Report, FHWA Joint Program Office, May 2000.

[^43]: Churchill, B., and Scanlon, P., *Information Systems and Incident
    Management in the San Diego Area*, TIM Conference Discussion Paper,
    March 2002.

[^44]: This discussion draws on the work of Hall and LlinasError:
    Reference source not found, HallError: Reference source not found,
    and KleinError: Reference source not found.

[^45]: In the general parlance of the data fusion field, a track refers
    to the best (database) record of objects and state estimations
    developed from the previously observed and measured data sources.

[^46]: Steinberg, A.N., Bowman, C.L., and White, Jr., E.E., "Revision to
    the JDL Fusion Model", Proceedings of the 3rd NATO/IRIS Conference,
    Quebec City, Canada, 1998.

[^47]: Hall, D. and Llinas, J., *Handbook of Multi-Sensor Data Fusion*,
    CRC Press, 2001.

[^48]: Waltz, E. and Llinas, J*., Multisensor Data Fusion*, Norwood, MA:
    Artech House, 1990.

[^49]: Systems requirements as well as system constraints may be
    inherited from legacy systems or preceding ITS deployments. Tradeoff
    studies are usually conducted at the ATIS system scoping and system
    definition phase to determine if an ATIS data fusion system can meet
    users' needs based on the development context.

[^50]: Means of handling missing values, one component of data
    completeness, was discussed in Level 0 processing, subsection 4.2.1.

[^51]: Adapted from HallError: Reference source not found.

[^52]: Hall, D*., Mathematical Techniques In Multisensor Data Fusion*,
    Norwood, MA, Artech House, 1992.

[^53]: Klein, L., *Sensor Technologies And Data Requirements For ITS*,
    Boston, MA, Artech House, 2001.

[^54]: This section draws from the work of Hall and LlinasError:
    Reference source not found and KleinError: Reference source not
    found.

[^55]: Klein, L. and Yi, P., et. al., "Decision Support System For
    Advanced Traffic Management Through Data Fusion and Mining",
    Transportation Research Board, 81st Annual Meeting, Washington,
    D.C., 2002.

[^56]: Duda, R., Hart, P., and Stork, D., *Pattern Classification*, John
    Wiley and Sons, New York, 2001.

[^57]: Recent examinations of loop sensors in roadway segments indicate
    the potential for co-linearity and hence complications in applying
    certain data fusion algorithms.

[^58]: Simple Object Access Protocol (SOAP) is an example of an
    interface component; in this case an access definition. See
    www.w3c.org/TR/SOAP.

[^59]: These include object-oriented methods utilizing language-neutral
    techniques, such as Java(RMI) or C/C++ (RPC). DOM has the potential
    for evolving into a key component of distributed database management
    combined with web-based representation needs.

[^60]: These features have resulting in a large installation base, with
    support personnel and resources, relative to other distributed
    database management practices.

[^61]: See for example www.oasis-open.org/cover/dom.html.

[^62]: STMP utilizes Octet Encoding Rules (OER), a means of encoding
    data more efficiently than 8-bit based systems.

[^63]: A variety of agencies and organizations have promulgated data
    quality standards and associated metrics. See for example:
    "<http://www.thecre.com/quality/agency-database.html>" (Federal
    Agency Data Quality Guidelines), "http://dqo.pnl.gov/software.htm"
    (U.S. Department of Energy and EPA) , and
    <http://www.ombwatch.org/article/articleview/1177/> (OMB Oversight
    Role of Agency Data Quality Guidelines).

[^64]: Pyle, D., *Data Preparation for Data Mining*, Morgan Kaufman, New
    York, 1999.

[^65]: Fuzzy set techniques have been used, for example, to assist with
    data cleansing

[^66]: Schulmeyer, C., and MacKenzie, G., *Verification and Validation
    of Modern Software-Intensive Systems*, Prentice Hall, 2001.

[^67]: ISO 9001 and 14100 describe some of the basic quality control
    processes needed in the development of systems, especially
    manufacturing systems. Similarly, the software industry, through the
    Software Engineering Institute (SEI), has defined levels of
    performance associated with the software system development process.

[^68]: *Regional ITS Architecture Development Process Workshop*, USDOT
    Architecture Development Team, October 2002.

[^69]: Adopted from Reference Error: Reference source not found.

[^70]: Hall, D., *Mathematical Technique in Multisensor Data Fusion*,
    Artech, Boston, 1992.

[^71]: For example, see the Freeway Performance Measurement Project
    (PEMS) at <http://pems.eecs.berkeley.edu/login.phtml>. The intent of
    this project is to collect historical and real-time freeway data
    from freeways in the State of California in order to compute freeway
    performance measures.

[^72]: Chen, Z., *Data Mining and Uncertain Reasoning*, Wiley, New York,
    2001.