How Local Traveling

 Governments with Use Intelligent

Transportation Success

 Systems

PUBLIC TECHNOLOGY, INC.

1301 Pennsylvania Avenue, NW

 Washington, DC 20004-1793

PHONE: 202.626.2400 . 1.800.852.4934

FAX: 202.626.2498

E-MAIL: hicks@pti.nw.dc.us

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 Funded under a cooperative agreement with

 the U.S. Department of Transportation

 Federal Highway Administration
Acknowledgments

Thanks go to members of PTI’s Urban Consortium Transportation Task

Force for inspiring the development of this booklet, as well as providing

assistance in researching the examples. Thanks also to the following

individuals for making its publication possible: Pat Coulson of Coulson

Marketing and Communications, who researched and wrote all stories;

Robert Hicks, PTI Business Director for Transportation Programs, and

Taly Walsh, PTI Director of Communications, who oversaw the project

from concept through design; and Shaden Tageldin, PTI Writer/Editor,

who edited the booklet and produced its final text.

AURAS Design, Inc., designed the booklet.

PTI Urban Consortium

Transportation Task Force

Douglas W. Wiersig, Chair

Executive Director

Greater Houston Transportation and Emergency Management Center

Houston, Texas

Atlanta, Georgia Monroe County, New York

Austin, Texas Montgemery County, Maryland

Boston, Massachusetts New York, New York

Chicago, Illinois Orange County, Florida

Columbus, Ohio Phoenix, Arizona

Delta County, Michigan Portland, Oregon

Everett, Washington Prince George’s County, Marlyand

Hennepin County, Minnesota San Antonio, Texas

Houston, Texas San Diego, California

Las Vegas, Nevada San Francisco, California

Los Angeles County, California Seattle, Washington

Metro-Dade County, Florida Tucson, Arizona

Milwaukee, Wisconsin

 Copyright © 1995

 by Public Technology, Inc.

 All rights reserved.

 Printed in the United States of America

Printed on recycled paper

Background and Mission

Traveling with Success: How Local Governments Use Intelligent Transportation

Systems was produced by Public Technology, Inc. (PTI), with funding

from the U.S. Department of Transportation’s Federal Highway

Administration (FHWA). Telling the stories of thirty-one successful local

government intelligent transportation systems (ITS) initiatives, the booklet

represents an effort to increase awareness and use of ITS at the local level.

PTI is the non-profit technology organization of the National League of

Cities, the National Association of Counties, and the International

City/County Management Association. Through collective research by its

member jurisdictions, ITI creates and advances technology-based products,

services, and enterprises in cities and counties nationwide.

PTI’s membership includes the Urban Consortium (UC), a special net-work

of the nation’s largest cities and counties. Working in four task

forces-Transportation, Environmental, Energy, and Telecommunications

and Information-UC jurisdictions identify and test new solutions to

common concerns and share their findings with a wide audience of local

governments, large and small.

The UC Transportation Task Force guides MI’s Local Government

Intelligent Transportation Systems Program, which ties advanced transportation

technology research, planning and implementation activities

to the needs of local government. Through this program, city and

county officials work actively with federal ITS decision-makers and private

technology firms to develop a nationally compatible lTS architecture

and to ensure that new ITS applications meet local requirements.
Traffic Management 7

1 Coordinating Traffic Signals and Patterns 8

Hillsborough County, Florida

2 SCOOT Over, Old Technology 9

San Diego, California

3 Changing the Course of Urban Traffic 10

Dallas, Texas

4 Betting on Traffic Management: A Regional Approach 11

Las Vegas Valley/Clark County, Nevada

5 Smile. You’re on Coliseum Camera. 12

Winston-Salem, North Carolina

6 Planning an Urban Rose Garden 13

Portland, Oregon

Parking Solutions 15

7 Open Sesame: “Smart” Tags for Parking Access 16

State of Louisiana

8 Brainy Parking Meters 17

New Hope, Pennsylvania

9 Finding the Key to Cash and Convenience 18

West Hollywood, California

Mass Transit 19

10 Transforming the ‘T” 20

Boston, Massachusetts

11 Taking the Guesswork out of Bus Schedules 21

Minneapolis/St. Paul, Minnesota

12 Smart Bus Farebox Collects Fares and Information 22

Phoenix, Arizona

13 Improving Transit Productivity and Operating Costs 23

Kansas City, Missouri

14 High-Tech Transit Keeps the Big Apple Moving 24

New York, New York

Incident Management 25

 15 Faster Incident Detection Means Faster Response 26

San Antonio, TX

16 Looking for Incidents from the Ground Up 27

Montgomery County, Maryland

CONTENTS
Traveler Information 29

17 Test-Driving the Future 30

Orlando, Florida

18 Shaking Up Commuters 31

Los Angeles, California

19 Putting Information in the Urban Traveler’s Hand 32

Minneapolis/St. Paul, Minnesota

20 For Some Ears Only: Talking Signs ® for

Visually Impaired Pedestrians 33

San Francisco, California

Traffic Safety 35

21 Interfacing Information for Highway Safety 36

Monroe County, New York

22 Hot Technology Braves the Cold 37

Arrowhead Region, Minnesota

Toll Collection 39

23 Freeways Take Their Tolls, Electronically

Metro-Dade County, Florida

24 Toll-Collection Technology Pays Off 41

State of Oklahoma

Public Safety 43

25 Life or Death: When Minutes Count 44

Milwaukee, Wisconsin

26 Focusing on Neighborhood Safety 45

San Jose, California

27 Help at the Touch of a Button 46

Puget Sound Region, Washington

28 Technology Speeds to the Rescue 47

Chicago, Illinois

Comprehensive Success Stories 49

29 Going for the Gold 50

Atlanta, Georgia

30 Taking Solutions to the Streets 52

Houston/Harris County, Texas

31 On the Fast-Trac to Economic Health 54

Oakland County, Michigan

CONTENTS
 Traffic Management
8

 1 Coordinating Traffic

Signals and Patterns

Decades of steady growth overwhelmed Hillsborough County with traffic

congestion. Roadway construction and widening the primary methods

used to alleviate traffic congestion, were disruptive to the community

and extremely expensive to the county.

“Smart” traffic signals reduce costly construction

With a management information system for traffic (MIST), Hillsborough

County created “smart” signals. From a central control room, engineers

now observe and communicate with an entire network of traffic signals

to change timings as needed and coordinate them across road systems

countywide.

Signal timings are adjusted from MIST central approximately five times

each day to adapt to changing traffic conditions. Also, surveillance cameras

survey traffic patterns and alert engineers to bottlenecks and delays

so they can take remedial action.

The groundwork for MIST began several years ago with the installation

of interconnect cables between various traffic signals. These cable systems

quickly became a standard requirement for all roadway and signal

construction projects. Today, they link most of the county’s 350 traffic

signals.

Coordinating signals minimizes

Stops and maximizes traffic flow

Early results suggest that MIST maximizes roadway capacity. Signal coordination

enables motorists to drive through high-volume traffic areas with

minimal stops.

For more information:

Robert Gordon, P.E., Director

Engineering and Construction Services Department

Hillsborough County, Florida

Phone: 813/272-5912 . Fax: 813/276-2231
9

SCOOT Over, 2 

Old Technology

In the past , traffic signals in the city of San Diego operated on fixed cycles

for several hours at a time. Signal timing fluctuated only with rush versus

non-rush or weekday versus weekend periods and reflected only peak

flow in each of those periods, failing to keep pace with constantly changing

traffic conditions. Not surprisingly, the system travel, adverse weather conditions

or diverted flow.

New signal controls automatically

Respond to changes in traffic flow

San Diego’s new signal-control system, the Split, Cycle, and Offset

Optimization Technique (SCOOT) responds automatically to variations

in traffic flow, based on real-time information fed from detector s embedded

in city roadways. A central minicomputer communicates once per

second with SCOOT intersections, recalculating signal timing based on

the up-to-minute information it receives.

Optimal signal timing reduces

travel times and vehicle emissions

SCOOT is currently concentrated on two city roadways . One is a six-lane

major arterial serving commercial and light-industry areas as well as the

Miramar Naval Air Station . The other provides access to San Diego’s stadium,

home to approximately 250 event s each year.

After San Diego evaluate s these initial installations, the city will expand

the SCOOT system. So far , result s are encouraging other areas with

SCOOT systems report significant reductions in travel times, with

decreases of up to 11 percent during peak periods.

For more information:

Patti K. Boekamp, P.E., Deputy Director, Engineering Design

Traffic Engineering Division

City of San Diego, California

Phone: 619/533-3138 . Fax: 619/533-3131
 3 Changing the

Course of Urban Traffic

Continued growth in the northern and eastern sections of Dallas, coupled with

reconstruction of U.S. 75, the major freeway serving the area, choked traffic on

local roads, creating a critical need for short- and long-term solutions to

congestion. Some widening of existing streets at the newer and less developed

northern end of the travel corridor was possible. Closer to the city’s core,

however, where neighborhoods tended to be older and more congested, a more

creative use of existing infrastructure was necessary.

Lanes reversed to accommodate flow at peak traffic periods

Now, with the aid of reversible-lane technology, roadways in two of

Dallas’ busiest corridors temporarily reassign traffic flow on specific lanes,

effectively doubling the number of lanes in the peak direction during morning

and evening rush. In those periods, the five-lane roadways dedicate four lanes

to the peak direction-reserving one for left turns-and the fifth to the opposite

direction. At other times, the roadways devote the usual two lanes to each

direction, and the middle lane to left turns. Each shift takes approximately 10

minutes.

Managed from remote locations at the traffic operation center, “smart”

24-by-30-foot overhead electronic signs, placed an average of every 1,000 feet,

alert motorists to the gradual switch of lane direction by displaying an amber

“X” in a lane about to change direction and a red “X” once the shift is

complete. Each smart sign mechanism is internally programmed with timing

sequences; all report to a control center, where computers monitor and

synchronize activity and alarms signal any problems. In addition to the smart

signs, regular information signs on the parkways and guide markings on the

pavement provide clear instructions to motorists.

Rush-hour capacity increased by 33 percent- with no new

construction

With a capital expense of $1.2 million, Dallas increased the rush-hour capacity

of two older thoroughfares by 33 percent for the peak direction. The city’s

reversible-lane program also decreases congestion, pollution, and travel times,

as it allows motorists to choose alternative routes during the ongoing

reconstruction of the major freeway, scheduled for completion in the year 2000.

Minimizing delays and inconvenience to commuters and businesses, the

efficient and cost-effective system has enhanced access to downtown Dallas.

For more information:

Jack Antebei, P.E., Program Manager

Public Works and Transportation Department

City of Dallas, Texas

Phone: 214/670-3267 l Fax: 214/670-3232

10
Betting on Traffic 4

Management:

A Regional Approach

When the Las Vegas Area Computer Traffic System (LVACTS) was

launched in 1983, it was one of the few centralized multi-jurisdictional

computerized traffic-signal systems in the country. Since that time, the

Las Vegas Valley has experienced tremendous growth-with annual

increases of over 15 percent. Improvements have expanded roadways to

meet traffic demand, but the system has reached capacity, as has the

mainframe computer controlling the region’s traffic signals. The latter no

longer can accommodate new traffic signals.

Decentralized traffic-signal system

operates reliably and expands easily

Las Vegas’ traditional centralized signal system depended on a large

main frame computer and very reliable communications between the

computer and the intersection controls. A network of inexpensive but

powerful microcomputers (housed within each traffic-intersection

controller) will be the focus of the new system, which is organized into

multiple hubs. If an intersection makes a signal adjustment based on

traffic conditions, this information is passed along automatically to other

intersections within its subsystem and to its local “headquarter” hub. This

hub reports the adjustments to the main computer, which, in turn, “talks”

to regional hubs, tying into the overall communications system. Since

information travels in a loop, signal operation is reliable even if one

communications link fails. And in a decentralized, networked system,

computer capacity can expand as needed to accommodate new

intersections.

Communications is key to coordination and operation

Closed-circuit video, another feature of the new system, allows operators

to observe traffic conditions across the Las Vegas Valley from a traffic

management center-and adjust traffic flow region-wide-rather than

travel to make on-site inspections. The result is a system that combines

best of both worlds: local control and central surveillance, working in

tandem to improve traffic operations and air quality throughout the area.

For more information:

Richard R. Romer, P.E., Manager

Traffic Management Division

Clark County, Nevada

Phone: 702/455-6100 l Fax: 702/455-6040

11
5 Smile. You’re on

Coliseum Camera.

Significant traffic and parking problems at Winston-Salem’s Lawrence Joel

Veterans Memorial Coliseum increased congestion on surface streets leading to the

arena, delaying patrons’ arrival for scheduled events-and making for unhappy

customers. Studies indicated that roadways could adequately accommodate normal

traffic, but Coliseum events strained traffic capacity. And, human nature being

what it is, most people tended to arrive close to the scheduled start of the event,

increasing traffic volume even more than usual.

With attention divided among multiple driveways stemming from three roads,

parking attendants found it difficult to keep track of the number of available

parking spaces and to efficiently fill the lots. Lacking adequate communication

with police directing traffic, Coliseum employees were forced to go to the lots in

person, assess parking and street traffic conditions, and decide whether they should

close the gate to the main lot and divert traffic to adjacent lots.

Monitoring cameras allow management of traffic flow

To tackle the problem, the city mounted three traffic-monitoring cameras with

recording capabilities on the roof of the Coliseum, giving management a central,

bird’s-eye view of parking operations and traffic flow on roadways approaching

the arena. The city purchased the monitoring equipment at a cost of approximately

$80,000. Now, Coliseum operators can visually assess the capacity of lots and

notify the police sergeant, via radio, to close particular gates and divert traffic to

specific lots. This coordination is a small but important step in sharing the

information needed for smooth operation.

Streamlined systems eliminate delays and make parking a breeze

Since installation of the cameras, no significant traffic delays have frustrated

Coliseum patrons. By recording traffic flow at major events, the system also

enables management to plan effectively for future events. AS an added bonus, the

camera system offers increased security for patrons-many of whom had found

parked cars burglarized in the past-and parking attendants-often responsible for

large amounts of money and concerned about the possibility of theft. The video

cameras can record crimes-in-progress and zoom in, when necessary, to capture the

license plate of a vandal or robber.

For more information:

Gregory M. Turner, P.E., Assistant Director of Transportation

City of Winston-Salem, North Carolina

Phone: 910/727-2707 l Fax: 910/727-2361 

12
Planning an 6

Urban Rose Garden

The Rose Garden, Portland’s new 20,000-seat arena, is springing up next to the existing

12,500 seat Coliseum and near the new Oregon Convention Center. Development of a

major project in this already congested downtown area poses traffic management and

parking challenges.

Planning, coordination, and built-in traffic management tools

Portland is addressing these challenges with technology. Internal surveillance cameras

will monitor activity throughout the stadium, enhancing security; seven exterior cameraswith full zoom, tilt, and pan features-will assess traffic conditions on adjacent roadways

All cameras will feed information to a small yet fully equipped traffic operations center

in the basement of the arena. The exterior video cameras will also feed data to two offsite traffic operation centers, the city of Portland’s and the state Department of

Transportation’s, although only one operation center at a time will actually be able to

monitor traffic conditions. Variable message signs (electronic signs flashing up-to-date

instructions-in this case, reflecting data captured by the cameras) will be installed on

interstate ramps feeding into the area.

Making it work with partnerships

The city of Portland and the private developer of the Rose Garden are funding the

technology to alleviate traffic congestion at the arena. Joining these organizations is the

Oregon Department of Transportation, which recognized in the arena project an

opportunity to manage traffic on the adjacent freeway system.

In addition to implementing advanced technology to reduce congestion, management will

limit overlapping special functions and avoid starting and ending events during peak

traffic hours. A shuttle bus operation plans to transport patrons to the Rose Garden from

commercial parking spaces-often empty after 5 p.m.-within a half-mile radius of the

arena. Management may also sell parking spots with event tickets to prevent

last minute confusion on event days. With technology and common sense, Portland is

planning ahead to prevent traffic and parking problems.

For more information:

Michael W. Bauer, P.E., Acting Signal System Manager

Bureau of Traffic Management

City of Portland, Oregon

Phone: 503/823-7681. Fax: 503/823-7682

13
Parking Solutions
7 Open Sesame: "Smart"

 Tags for Parking Access

The Louisiana State University (LSU) Medical Center in New Orleans watches

thousands of people-doctors, professors, students, patients, and visitors-come

and go every day. The medical center’s parking system alone handles 5,000

users daily.

In the past, access to the center’s parking areas was controlled by magneticstripe-card readers. The readers, however, began to erode, due, in part, to New

Orleans’ hot and humid weather and, in part, to built-up dirt and grime within

the mechanisms themselves. Errors were common. Even when the system

functioned properly, it slowed traffic to a crawl at lot entrances and exitsespecially during peak workday periods.

System automatically identifies

eligible cards and grants access

The LSU Medical Center’s new parking system uses wireless communications

technology to control access. Mounted inside a vehicle’s windshield with

Velcro strips, a programmable tag-about the size of a thick credit card-stores

user identification and authorization information. As a vehicle approaches

within 12 to 16 feet of a reader, the system makes identification in one-tenth of

a second. Within one second, the gate opens and allows the vehicle access,

never requiring the vehicle to stop.

Customer-convenience-and-security system

 works like a charm

There are no access cards to find and no card readers to maintain: the

tag does it all. Eliminating the need to stop or open one’s vehicle, the

“smart” tag has been a tremendous success, speeding up entry and exit at

parking facilities during peak hours. With student registrations, graduations,

and staff turnovers likely to snarl parking-lot traffic, the system needs to be-and

is-extremely flexible and easy to re-program. It assigns access to individuals by

specific lots and for various periods.

The system also boasts several enforcement features. It electronically

reports any attempt to use an invalid tag to university police, giving the location

of the attempted entry and the name and card number of the violator. And an

anti-pass-back option requires the “smart” tag to exit before reentering the

system, making it impossible for one user to pass a tag back to another.

For more information:

Captain Leslye Bass, Bureau of Police

Louisiana State University Medical Center

Phone: 504/568-4880 l Fax: 504/568-7399

16
Brainy Parking Meters 8

Located in historic Bucks County, New Hope is a small community known

for its artisans, quaint shops, antiques, and restaurants. Since tourists and locals flock to

this popular destination, parking is at a premium. The borough of New Hope relies on

parking meters to provide convenient short-term parking for shoppers and visitors-and on

income from meter- and parking-violation fees as an important source of revenue.

New meters automatically reset to zero,

preventing costly rip-offs

New Hope is testing new, “smart” meters in its most traveled areas. Using software and

sensing technology, the intelligent parking meters-which look like regular meters, but

contain small computers-immediately recognize a vehicle’s departure from a parking

space and reset themselves to zero, preventing non-paying customers from occupying a

space with leftover meter time. Programming options can stipulate the maximum amount

of time at each meter. Penalty enforcement for parking violations is easy-a bright red

light indicates that paid time has been exceeded. And for those who see a meter maid and

plead for mercy, saying that time just ran out a minute before, the meter indicates the

exact time of expiration.

Community collects more revenue without raising parking rates

To date, the smart meter test is working well in New Hope. Since those who use

intelligent meters pay their fair share, revenue generated from these devices exceeds the

average collected from their traditional counterparts, allowing the borough to avoid

raising parking rates or expanding the hours or days of required meter payment. As an

added bonus, the meters track valuable information on usage, revenue, and violations by

location.

For more information:

Robert Brobson, Chief of Police

Borough of New Hope, Pennsylvania

Phone: 215/862-3033 l Fax: 215/862-3570

17
Finding the Key to 9

Cash and Convenience

Revenues generated by parking (meters, permits, and fines) add up to a big

hunk of change for a small community like West Hollywood: an

estimated 20 to 25 percent of the city’s income. But with approximately

1,800 parking meters to maintain and monitor for violations, West

Hollywood found itself strapped for service and enforcement staff.

Customer cash key pays meter electronically

New parking meters, easily programmable for different time limits and

parking rates and capable of accepting electronic keys worth $10 to $100 in

paid parking fees, solved the city’s problem. Customers insert the cash keys

and turn them the desired number of times to pay for parking. Each time a

key is used, a digital read-out of its cash balance, rounded to the nearest

dollar, is displayed. The meter will accept parking tokens or coins of any

denomination in lieu of the electronic keys.

Collecting advance payment and information for resource management

By selling meter time in advance, West Hollywood collects revenue up

front and in greater increments. A microchip in each meter tracks the

amount and rate of collection to project the total coinage the meter will

receive on a given day, the number of pick-ups needed, and the times when

parking enforcement is most critical. These features reduce the possibility

of theft and maximize the city’s use of resources and staff.

An adjacent community-Beverly Hills-is considering conversion to a

cash-key system that meters there and in West Hollywood could use. With

the microchip keeping an accurate tally of use, the amount due to each

community-meter by meter-could easily be computed and credited.

For more information:

Paul Brotzman, City Manager

City of West Hollywood, California

Phone: 213/848-6427 l Fax: 213/848-6562

18
Mass Transit
10 Transforming the "T"

America’s oldest transportation system, the Massachusetts Bay

Transit Authority, better known in the Boston area as the " T "

comprises buses, streetcars, rail, boats, and vans. Moving 700,000

people a day, the system plays a crucial role in the area’s economy.

Like many other organizations in economically depressed

Massachusetts, the authority has found its budget slashed but its

expected level of service raised.

Quality-of-life improvements

people can see, feel, and hear

The purchase of state-of-the-art trains for the T's Red Line signaled a

new era for the transit system. The “smart” trains boast enhanced

communications capabilities: unusually clear pre-recorded audio

announcements, triggered on approach to an upcoming station,

complement traveler information displayed on electronic message

screens. The trains also feature advanced microprocessor diagnostics

to pinpoint any malfunctions.

Dramatic differences include

a one-third drop in serious crime

In another technological step toward passenger-friendly transit, the T

cooperated with Boston police to electronically analyze crime trends

within the transit system, identify hot spots of criminal activity, and

direct patrols to target these areas. The results are impressive: over a

two-year period, serious crime declined system-wide by more than

one-third.

By implementing new technology and reorganizing transit functions

more efficiently by bus, rail, and other modes, the T has seen

dramatic increases in equipment reliability-measured, in transit terms,

as the distance between failures on every mode-and enhanced

passenger safety and security. Boston has discovered that if a transit

system is reliable, safe, clean, and communicates with its customers,

people will use it.

For more information:

Terry Brown, Public Information Officer

City of Boston, Massachusetts

Phone: 617/222-3302 l Fax: 617/222-4539

20
Taking the Guesswork 11

out of Bus Schedules

As the Twin Cities area has grown, so have its traffic congestion woes. Encouraging

commuters to use public transit instead of single-occupant cars is one answer to the

problem. But for mass transit to be an attractive alternative, it must be more efficient

Riders, usually left to guess if a late-running bus is around the corner or has been

taken out of service, complain most often of transit’s unreliability.

Dispatchers track buses’ real-time progress and exact location

Through Minnesota Guidestar’s Travlink project, a partnership of public, private, and

academic institutions, buses are equipped with devices that drivers use to log on and

receive their route assignments, with schedule details. As a bus travels along its route

dispatchers use electronic maps to monitor the real-time progress and location of the,

bus-pinpointed within a city block. (A satellite-based global positioning system

shares this information automatically between buses and the dispatch center.)

Colored icons identify the status of the bus, indicating whether it is on time, early, or

behind schedule. With this system, dispatchers can adjust problematic route

schedules quickly, reducing the incidence of bus “bunching” and improving on-time

service.

Drivers can also use a pre-programmed control panel to communicate quickly with

the dispatch. Instead of talking a driver might punch a key to signal mechanical

difficulty, or a special emergency key to activate a silent alarm that summons help.

Information shared instantaneously with bus riders

Electronic signs at three commuter park-and-ride lots display real-time

bus status messages. Commuters can wait in their cars until their buses

approach-a very user-friendly feature, considering Minnesota’s harsh

winters. Touch-screen kiosks also present real-time information. Travelers

can use the kiosks and special videotex terminals to check the status of

their buses, plan their routes, print schedules, find out about carpools,

and access the latest traffic and road information.

For more information:

Marilyn Remer, Project Manager

Travlink

Phone: 612/282-2469 l Fax 612/215-0409

21
12 Smart Bus Farebox

Collects Fares and

Information

The city of Phoenix transit system has numerous fare categories, offering

discounts to seniors, youth, and persons with disabilities and exacting premiums

from rush-hour passengers. In the past, passengers paid fares with cash, tokens,

or transfers-requiring drivers to verify amounts paid and signal fareboxes to

“dump” their contents into their vault components. The system was especially

cumbersome in heavy-volume periods, creating bottlenecks of passengers trying

to board buses and pay.

Sophisticated fareboxes take

credit cards and a special smart card

Passengers now enjoy the convenience of paying with Visa or MasterCard

instead of fumbling for correct change. Phoenix’s new smart fareboxes accept

these major credit cards as well as the transit system’s own BusCard Plus, which

local companies distribute to interested employees, paying for up to one month’s

usage at a time and recouping the cost (or a portion there of) through payroll

deduction. The farebox software determines if a card is valid. If it is, the

passenger gets an audible electronic

“thank you”; if not, the farebox rejects the card and requests another form of

payment. The farebox software adapts nimbly to different fare categories and

adjusts easily to reflect fare increases.

Fareboxes keep accurate count of money and people

Phoenix’s smart fareboxes have ensured that passengers pay their fair share for

bus rides. While collecting fares, the boxes also gather valuable ridership data,

including a count of passengers as they board. A special probe transfers this data

rapidly and regularly to the farebox.

As part of a travel reduction program geared toward improving Phoenix’s air

quality, many companies are subsidizing transit costs for their employees through

BusCard Plus. With 10,000 to 15,000 passengers regularly using the smart card,

Phoenix is seeing another benefit: less cash is carried on buses, reducing

opportunities for theft.

For more information:

Neil Manske, Deputy Public Transit Director

City of Phonix, Arizona

Phone: 602/262-7303 l Fax: 602/495-2002

22
Improving Transit 13

Productivity and

Operating Costs

Facing a funding squeeze and the accompanying need for greater efficiency, the

Kansas City Area Transportation Authority turned to technology for answers.

To track its fleet of 280 buses, the authority installed an automatic vehicle

locator (AVL) on each, and “smart” signposts along the roadways to read and

communicate bus locations directly to the computer-aided dispatch center.

Dispatchers and drivers work together to stay on schedule

At dispatch headquarters, a console monitors the real-time, precise position of

each bus and compares it with the bus’ planned route and schedule.

Dispatchers can focus on those buses that are ahead of or behind schedule and

make appropriate adjustments. A digital read-out in each bus provides the

driver with the same real-time information, indicating whether he or she is

running early or late on the scheduled route. The system also equips each bus

with a silent alarm for emergency communications.

Operating in real time improves “on-time”

Under the AVL system, on-time performance of the transit system rose from 78

to 95 percent. Buses on schedule 95 percent of the time are more reliable and,

consequently, more attractive to commuters and other customers. With this

greater efficiency, Kansas City was able to eliminate seven buses from its

routes without adversely affecting service to its passengers-and save over

$400,000 annually in operating expenses. The system provided another benefitfast response in the event of crime, medical emergency, or other crisis. By

pinpointing bus locations, the system slashed a response time of three to 10

minutes to approximately one.

For more information:

Russell Green, Superintendent of Transportation

Kansas City Area Transportation Authority

Phone: 816/346-0240 . Fax: 816/346-0305

23
14 High-Tech Transit Keeps

 the Big Apple Moving

New York City relies on transit to move millions of people every day.

800,000 cars travel daily into New York’s central business district yet

the majority of commuters stream into downtown on buses, ferries, and

light and heavy rail. A staggering 75 percent of New York’s eight

million people use and rely on mass transit. Given their city’s unusual

variety of transportation modes, New Yorkers need precise and up-to-theminute information to assess options. But, before New York transit authorities

can share information with consumers, it must first exist within the system.

Since 1904, the city sub-way’s signal network has operated with unchanging

technology, basing subway routing decisions on second-hand information

obtained from calling towers and radio operators. This is all beginning to

change.

Technology and information answer consumer needs

With the transition to new technology, a control center will monitor the exact

location of each train. Already, an automated central system dispatches and

tracks all trains from Grand Central Station to the Bronx. Microprocessor

technology and fiber-optic communications lines convey real-time arrival and

departure information.

Technology is also transforming the city’s bus service. By tracking its fleet of

buses with satellite technology, New York will minimize a phenomenon known

as bus “bunching,” which occurs as fluctuating bus rider-ship and traffic cause

several buses to arrive at a stop together and no buses at all to show up for

extended periods of time.

To offer commuters and visitors the information they need to choose transit

modes and the convenience they need to navigate a complex system, the city

plans to introduce interactive kiosks and a user-friendly MetroCard for fare

payment on buses, trains, ferries, and subways.

Better service boosts consumer confidence

Better communication and better service enhance public trust in the systemand public perception of security. In the last four years, felony crime in New

York’s subway system has fallen approximately 50 percent, encouraging more

travelers to use transit. Late-night waits in subway stations will be even less

worrisome when electronic signs tell riders exactly when a train is expected to

arrive.

For more information:

Peter B. Fleischer, Deputy Director

Mayor’s Office of Transportation

City of New York, New York

Phone: 212/788-2851 . Fax: 212/788-2782

24
Incident Management
26

15 Faster Incident Detection

 Means Faster Response

Like those of many major cities, San Antonio’s freeway system is heavily

congested. Contributing to this chronic congestion are accidents and

highway incidents in both peak and non-peak periods. During non-rush

periods, road construction and ongoing maintenance aggravate traffic

problems.

Technological tools alert officials and suggest solutions

San Antonio’s advanced traffic management system, TransGuide, relies on

technology to rapidly identify freeway accidents and incidents. Detectors,

placed in each lane at half-mile intervals, accumulate vehicle data (such as

changes in speed) indicating normal or impeded traffic flow. Highresolution color video cameras equipped with remote zoom and focus

features can zero in to visually investigate and evaluate incidents. At the

heart of the TransGuide system is a mainframe computer that controls

detection, analysis, and response. The mainframe database can search some

34,000 pre-programmed solutions to identify the most appropriate response

to a given incident. (Ultimately, the database will store up to 128,000 such

solutions.) In most cases, within 15 seconds of an alarm identification,

traffic engineers can order the system to execute its suggested response.

Systems continue to monitor roadway data as an incident progresses and

clears. A stalled vehicle on a freeway shoulder might impact only an

adjacent lane, but a major accident could affect all variable message signs,

count-less lane-control signals, and signal timing-rerouting traffic for miles.

San Antonio’s TransGuide slashes the time required to make these adjustments and synchronizes the changes to optimize traffic flow across the

freeway system.

TransGuide makes travel safer and easier

In addition to reducing congestion, TransGuide’s fast response will save

lives. Within less than three minutes of an incident’s occurrence, police or

other specialized personnel are able to respond. Ten years from now,

according to projections, the system is expected to deal with an average of

191 incidents per hour-one incident per mile per hour. Efficiency,

coordination, and rapid response will be even more important-and

TransGuide will be ready.

For more information:

Pat Irwin, Director

Transportation Operations

Texas Department of Transportation, San Antonio District

Phone: 210/731-5249 l Fax: 210/731-5310
27

Looking for Incidents 16

from the Ground Up

Located in the Washington, D.C., metropolitan area, Montgomery County gets

its share of urban traffic. In its own night, too, the county has under-gone

tremendous residential and commercial growth, boasting a population of

800,000 and 3,000 miles of roads. With the growth have come congestion,

environmental concerns, and other skills-such as increased incidents-that

reduce the capacity of the county’s transportation system.

Technology grapples with the unexpected

Nationally, 60 percent of delays on urban roads are attributed to incidents that

bring traffic flow to a standstill: disabled vehicles, accidents, debris on the

roadway, or overturned trucks carrying hazardous materials. To rapidly identify

and dear incidents, Montgomery County has established an advanced

transportation management system that supports up to 1,500 traffic signals, 200

video surveillance cameras, and 3,000 sampling detectors in the roadways.

Enhancing the monitoring capabilities of this system with a critical birds-eye

view is an aerial surveillance program, in action each morning and afternoon,

that transmits live video footage of incidents and bottlenecks directly to the

county’s transportation management center.

Emphasis on communications benefits all concerned

Staffed with a pilot and a traffic technician, a government airplane circles the

county, spotting incidents and quickly identifying their locations and

circumstances. This instantaneous and precise information, fed automatically to

the police and fire computer-aided dispatch system, alerts emergency agencies

to the need for immediate response. The real-time information may also direct

the transportation management center to optimize traffic flow with changes to

traffic signals and variable message signs.

During snowstorms or other crises, the transportation management center takes

over a local cable television channel and updates conditions around the clock

with video footage from aerial and ground cameras, sharing real-time traffic

information with the traveler Radio also broad-casts current traffic conditions.

For more information:

Gene S. Donaldson, Chief

Transportation Systems Management Section

Montgomery County, Maryland

Phone: 301/217-2130 l Fax: 301/217-2637
Traveler Information
30

Test-Driving the Future 17

To determine the usefulness of advanced in-vehicle navigation and information

systems for drivers, Orlando launched the TravTek (Travel Technology)

project. The test involved approximately 100 vehicles-mostly rental carsequipped with electronic guidance systems. Some 4,000 drivers, the vast

majority tourists, participated in the trial.

Putting route guidance and travel information at the driver’s

fingertips

The in-vehicle systems, loaded with databases, featured a navigation map

showing all roads in a five-county, 1,200-square-mile area as well as an

American Automobile Association (AAA) Florida TourBook and Orlando

tourist information on hotels, restaurants, attractions, and special events.

Touch-screens allowed drivers to do everything from search for Italian

restaurants to map the route from Orlando’s airport to their hotels. Once a

specific destination was selected, the system automatically calculated the best

and fastest route to that destination, factoring in real-time traffic conditions.

On-screen maps displayed easy-to-follow, turn-by-turn driving directions for

the prescribed route, along with the calculated distance and estimated travel

time to the specified destination. Verbal instructions were also available to

drivers, as were cellular phones for emergency help or additional information.

Built-in magnetic compasses, satellite technology, and sensors in the wheels (to

measure distance traveled) all kept vehicles on their established course.

TravTek gets travelers to their destination faster and more safely

Thanks to the system’s extreme ease of use, novices operated it fully after just a

brief orientation. Orlando has compared results from the TravTek trial to those

of control tests in which drivers used standard printed road maps to find their

way. Overall, the city found, TravTek reduced travel time by 19 percent-and

helped drivers make fewer accidents.

For more information:

Harry Campbell, P.E., Transportation Engineer

City of Orlando, Florida

Phone: 407/246-3255 l Fax: 407/246-2892
Shaking Up Commuters 18

Plagued by smog from vehicle emissions, Los Angeles has tried-for some timeto encourage the use of mass transit and ridesharing among local travelers. To

motivate a switch to earth-friendly transportation, the city decided, through the

California Smart Traveler project, to inform the public of high-occupancy

transportation alternatives.

After the shock, traveler information in demand

Three information kiosks using audiotex and videotex were originally planned

for the project. When a 1994 earthquake destroyed major roads and forced

many commuters to investigate alternative routes and modes of transportation,

however, the number of kiosks exploded to about 80 to accommodate the

sudden information demand. Located in shopping malls, public buildings,

business parks, and gathering places such as the YMCA, the kiosks allowed

travelers to plan transit trips, find carpools, view traffic conditions on the

freeway system, and print itineraries.

Smart travelers could also dial in, via personal computers and modems, for

real-time freeway conditions captured by roadway loop detectors. And an

expanded 800 number offered information on bus and rail transportation across

Southern California.

New tools are a hit with local commuters

Over one year after the earthquake, kiosks usage remained high, averaging over

60,000 inquiries a month. Although Los Angeles removed the kiosks once

recovery seemed sure, popular demand has since brought them back, and the

city will soon return the kiosks to their former locations. The 800 number also

shows impressive usage, averaging 20,000 to 30,000 calls per month. Future

plans call for dissemination of freeway information on the Internet’s WorldWide Web.

For more information:

Cliff Loveland, Manager

California Advanced Public Transportation Program

Caltrans

Phone: 916/654-9970 l Fax: 916/654-9977

31
Putting Information 19

in the

Urban Traveler's Hand

Commuters in the Twin Cities area daily combat congestion on freeways and

major arterials, often in an information vacuum. To determine whether access

to real-time data would help urban commuters travel smarter, the cities of

Minneapolis and St. Paul are testing an advanced traveler information system

known as Genesis.

Standard communications, unprecedented information

The Genesis system-just one element of the state of Minnesota’s integrated

transportation system, Guidestar-uses increasingly common personal

communications devices, such as pagers and Apple Newtons with paging cards,

to disseminate information when and where travelers need it. Real-time

information on traffic conditions is gathered continually by roadway sensors

and closed-circuit cameras. Operators at the local traffic management center

receive the data, evaluate it, and announce roadway incidents on the Genesis

system within one minute of notification. Messages also relay information on

“planned” delays due to such events as parades or road construction. Generally,

Genesis users can receive up to 12 incident messages at one time. The latest

information automatically “writes” over the old, so the traveler using a Genesis

system is always aware of the most recent developments. Constant information

updates do not, however, prompt pagers to beep and distract their carriers, as

travelers access information only at their convenience.

The latest word on urban travel conditions

With Genesis, the urban traveler on the move can access reliable, real-time

travel information and choose transportation modes and routes wisely.

For more information:

Ray Starr, Project Manager

Genesis

Minnesota Department of Transportation

Phone: 612/296-7596 l Fax: 612/215-0409

32
31

For Some Ears Only: 20

Talking Signs® for Visually

Impaired Pedestrians

Most blind or visually impaired pedestrians have difficulty orienting

themselves in urban areas. Traditional audible traffic signals “tweet” and

“cuckoo” to indicate which street has the green light. These signals are often

difficult to interpret and do not orient the blind pedestrian or provide other

useful information. Moreover, many sighted people find the “chirping” noises

annoying.

Talking Signs® guide and orient travelers more precisely

San Francisco’s Talking Signs® store recorded voice messages on silicon

memory chips and transmit the messages, via infrared light waves, from traffic

lights’ pedestrian ‘WALK/DON’T WALK” signals. Pointing a small receiver

(about the size of a garage-door opener) in the general direction of a Talking

Sign, the user decodes these messages into speech. Each message specifies the

location of the intersection, its block number, and the direction the pedestrian is

facing. The status of the traffic signal (red, yellow, or green) is also broadcast

intermittently. Since infrared signals are highly directional, the messages

intensify as users near the transmission source, pointing the visually impaired

traveler very precisely to a desired destination.

Message signs speak only on demand

Only the intended user hears Talking Signs messages, and only when he or she

wants to hear them. Others do not notice the signals at all. Currently, Talking

Signs are installed at 14 pedestrian crossings in downtown San Francisco. The

city has installed 95 more within the subway sys-tem, guiding travelers to

public-transit fare gates, boarding areas, and exits.

For more information:

Bond M. Yee, Traffic Bureau Chief

Department of Parking and Traffic

City of San Francisco, California

Phone: 415/554-2300 l Fax: 415/554-2352
 Traffic Safety
Interfacing Information 21

for Highway Safety

Charged with monitoring roads and maintaining them in safe condition,

Monroe County has its hands full, with over 1,100 centerline miles of roadway

and 5,400 intersections-including the city of Rochester and numerous townsfalling within its jurisdiction. Its small investigative transportation staff needed

a mechanism to identify and analyze high-accident locations and determine if

any safety-enhancing traffic engineering measures could mitigate future

accidents.

Linking with a state database to identify high-accident areas

The New York State Centralized Local Accident Surveillance System assigns

numeric identification to roadways and intersections statewide and catalogues

accident data for each location. From the state, Monroe County requests data

pertaining to any accidents within its jurisdiction. The state provides a

summary of accident information (by numbered location) to the county on

computer disk.

Database software with powerful relational capabilities links the electronic

accident information supplied by the state with site-specific local traffic counts,

which the county collects both manually and mechanically. Using specialized

statistical formulas, Monroe County computes jurisdiction-wide average

accident rates by road classification for urban, suburban, and rural locations.

These average rates are compared to the county’s overall accident figures to

identify high-accident-rate locations. Investigators examine accident patterns at

each location and recommend measures to minimize risk.

Returning to the scene of the accident with corrective measures

Since introducing the system about three years ago, Monroe County has

investigated almost 300 high-accident-rate locations and applied traffic

engineering improvements to about 75 percent of the sites. Data files track the

performance of these safety improvements.

For more information:

Alan Stiehler

Analysis, Design and Permit Division Team

Department of Transportation

Monroe County, New York

Phone: 716/274-7927 . Fax: 716/274-7617

36
Hot Technology 22

Braves the Cold

The Arrowhead region of northeastern Minnesota covers over 18,000 square

miles. Within this highly rural area, transportation resources-both for transit

and for road maintenance-are scattered, and significant communication gaps

exist. Some regular transit buses, for example, routinely travel a l00-mile route.

Their current local radio system-operational for about 15 minutes at the

beginning of a route and another 15 at the end-cannot communicate with a

central dispatch over long stretches of travel through the most remote areas.

Severe winter weather conditions, typically in force from late October through

March, impact dramatically on the region. And, with only 38 snow plows in the

entire northern half of the state, and 18,000 square miles to service, efficiency

is paramount. Experience proves that tracking storms and sending plows out to

meet them is the most effective way to control bad-weather road conditions;

giving snow and ice a chance to compact before acting leaves roads dangerous

and difficult to clear.

Stretching and consolidating resources to cover miles of ground

A new program, ARTIC (Advanced Rural Transportation Information and

Coordination), is designed to better serve the low densities of population in the

Arrowhead region. Under ARTIC, a new centralized dispatch center will

coordinate communication among snow plows, state patrol cars, state

Department of Transportation maintenance vehicles, transit buses, and

volunteer-driver vehicles. The center will offer customer information and

public transit schedules to dispel confusion among rural residents.

Communications keep rural roads safe

About half of the region’s snow-plow fleet-as well as its buses and trooper

cars-will be outfitted with automatic vehicle locators, enabling central dispatch

to track the vehicles at all times. Plows, buses, volunteer, and trooper vehicles

will also be equipped with cellular phones or pagers for communications. If, for

example, a state police vehicle is stranded, a plow truck in the vicinity could

locate and pick up the trooper. In short, the integrated system will allow

vehicles on the road to report accidents, stranded motorists, and information on

road conditions to the dispatch center. The center will, in turn, direct

emergency response or other appropriate action-making everyone feel safer in

this rural region.

For more information:

Dick Maddem, Project Manager

ARTIC

Phone: 218/749-7793 l Fax 218/749-7799

37
Toll Collection
23 Freeways Take

 Their Tolls, Electronically

Manual toll facilities play a major role in creating congestion. The toll road of

Rickenbacker Causeway, linking the island of Key Biscayne with metropolitan

Miami, is no exception. During the week, there is no peak-3 hour congestion,

but weekends and special events generate high-volume traffic to and from the

island’s landmark destinations, including Seaquarium and Crandon Park. To

facilitate faster passage through the toll area for both residents and visitors,

Metro-Dade County implemented an electronic toll system.

Automated toll system collects fees quickly and accurately

With transponder devices (looking much like bar codes, but essentially wireless

radios) affixed to their windshields, vehicles can cruise through the toll plaza.

The toll road’s eight lanes are equipped with custom-designed transponder

technology capable of detecting and reading information from moving sourcesin this case, the number of axles on each passing vehicle, used to calculate toll

fares for electronic collection-at speeds of up to 55 miles per hour. The system

has a useful life of 12 to 15 years and can be technologically upgraded as

needed or appropriate. Additional lanes offer customers more traditional

payment options, such as paying a toll attendant or tossing coins in a basket.

Electronic toll collection improves traffic flow and cash flow

The electronic system has several advantages. Since users of the transponder

devices must establish pre-paid accounts with the county, Metro-Dade collects

toll revenue in advance and in greater increments, instead of dollar by dollar.

The electronic system improves traffic flow, minimizes delays due to tollcollection procedures, and enhances collection accuracy and revenue

projections for the jurisdiction.

For more information:

Carlos Roa, Principal Planner

Metro-Dade Planning Organization

Phone: 305/375-1886 l Fax: 305/375-4350

40
Toll-Collection 24

Technology Pays Off

In most areas using "smart" toll-collection technology, congestion is a typical

problem. Not so for the state of Oklahoma’s turnpike system Nonetheless,

technology makes good dollar sense for the Oklahoma Turnpike Authority.

Electronic toll-collection equipment is a breeze to operate

The authority’s electronic toll system, established in 1991, employs a toll tagknown as PIKEPASS-that attaches to the lower left comer of a vehicle’s

windshield. About the size of a stereo cassette tape, the tag is held in place with

strips of Velcro. The tag operates with radio frequencies, “talking” to antennae

mounted at toll entrances and exits. The signal is read-and the toll

electronically collected-as a vehicle cruises through a designated PIKEPASS

lane at freeway speed. Video cameras help Oklahoma authorities enforce toll

collection in PIKEPASS and coin-basket lanes. The cameras record the license

plate numbers of offending vehicles, gathering instant information for a letterand a bill-to each violator.

PIKEPASS saves money and reduces accidents

Electronic toll collection is standard on all 10 of Oklahoma’s turnpikes.

Today, tolls collected with PIKEPASS represent one-third of all state tolls

collected. The convenience of the toll tag appeals to individuals and companies

alike-25 percent of the state’s PIKEPASS accounts are commercial. By making

stop-and-go traffic at toll plazas a thing of the past, the system has virtually

eliminated vehicle accidents in PIKEPASS lanes and slashed pollution

emissions by 25 to 70 percent. The biggest payoff of operating an electronic

PIKEPASS lane versus a manual toll booth? Average annual savings of about

$160,000 per lane.

For more information:

Mary Kay Audd, Public Information Officer

Oklahoma Turnpike Authority

Phone: 405/425-3634 l Fax: 405/427-8246

41
 Public Safety
Toll-Collection 24

Technology Pays Off

In most areas using "smart" toll-collection technology, congestion is a typical

problem. Not so for the state of Oklahoma’s turnpike system Nonetheless,

technology makes good dollar sense for the Oklahoma Turnpike Authority.

Electronic toll-collection equipment is a breeze to operate

The authority’s electronic toll system, established in 1991, employs a toll tagknown as PIKEPASS-that attaches to the lower left comer of a vehicle’s

windshield. About the size of a stereo cassette tape, the tag is held in place with

strips of Velcro. The tag operates with radio frequencies, “talking” to antennae

mounted at toll entrances and exits. The signal is read-and the toll

electronically collected-as a vehicle cruises through a designated PIKEPASS

lane at freeway speed. Video cameras help Oklahoma authorities enforce toll

collection in PIKEPASS and coin-basket lanes. The cameras record the license

plate numbers of offending vehicles, gathering instant information for a letterand a bill-to each violator.

PIKEPASS saves money and reduces accidents

Electronic toll collection is standard on all 10 of Oklahoma’s turnpikes.

Today, tolls collected with PIKEPASS represent one-third of all state tolls

collected. The convenience of the toll tag appeals to individuals and companies

alike-25 percent of the state’s PIKEPASS accounts are commercial. By making

stop-and-go traffic at toll plazas a thing of the past, the system has virtually

eliminated vehicle accidents in PIKEPASS lanes and slashed pollution

emissions by 25 to 70 percent. The biggest payoff of operating an electronic

PIKEPASS lane versus a manual toll booth? Average annual savings of about

$160,000 per lane

For more information:

Mary Kay Audd, Public Information Officer

Oklahoma Turnpike Authority

Phone: 405/425-3634 l Fax: 405/427-8246

41
Focusing on 26

Neighborhood Safety

Speeding on residential streets is a concern to San Jose citizens. To impede

motorists from exceeding the allowed speed of 25 miles per hour,

neighborhoods have requested deterrents (such as more stop signs) or physical

barriers (such as speed bumps). But these options require permanent

installation and ongoing maintenance. Before committing resources to

traditional traffic enforcement approaches, San Jose will put technology to the

test.

NASCOP on the residential scene

Although San Jose currently uses high-resolution video cameras to observe

traffic, plan for special event traffic management, and respond to incidents, the

city has not used cameras for enforcement purposes. The Neighborhood

Automated Speed Compliance Program (NASCOP) test will use a “smart”

video technology to monitor residential speeding. (Assigning conventional

“speed traps” to low-volume neighborhood streets is rarely an efficient use of

equipment or manpower. Besides, when radar guns detect speeding violations,

police must pursue, stop, and cite the offending motorist-a procedure that puts

officers out of commission for 20 minutes or more, preventing detection of

other offenses.) NASCOP is a photo radar device installed in a mobile unit and

operated by a specially trained staff person instead of a police officer. The

device records the speeds and license-plate numbers of offenders; later, the city

establishes contact by mail. Since there is no on-the-scene pursuit, NASCOP

is on continuous duty: no down time interferes with surveillance.

Determining technology’s effectiveness

Surveys will measure speeds on select residential streets prior to implementation of the four-month NASCOP experiment, during the test, and after

NASCOP’s highly visible presence in the community. The data will be

compared and differences measured to determine the effectiveness of the

speed-compliance program. If the technology slows residential traffic to an

appropriate and safe speed, the unmanned video camera may prove the ideal

neighborhood “watchdog.”

For more information:

James Helmer, City Traffic Engineer

City of San Jose, California

Phone: 408/277-4304 l Fax: 408/277-3162

45
27 Help at the

Touch of a Button

MAYDAY systems for travelers address increasing public concern for personal

safety on the highway. Such devices, which enable those encountering trouble

on the road to send immediately for help, offer travelers a better chance of

surviving accidents, mechanical failures, and carjackings.

Tests evaluate pager and cellular MAYDAY devices

The Puget Sound Help Me (PUSHME) operational test is evaluating two

devices: a two-way pager and a cellular telephone, both equipped with special

features. The two-way pager offers three buttons: one for emergency situations,

one for medical help, and a third for mechanical assistance. The pager device

cannot transmit voice, but two-way communication is possible if a traveler

pushes buttons in response to digital messages or questions. The cellular

telephone, by contrast, offers two-way voice communications. Its primary

MAYDAY feature is a silent alarm panic button activating a voice link that is

monitored until help arrives on the scene Users can push other buttons to

identify a situation as an accident, a need for mechanical assistance, or a

request for directions.

Devices locate the traveler to dispatch immediate assistance

Crucial to getting help to the traveler is knowing where to find the per-son.

Often the individual experiencing an emergency may not even know where he

or she is, let alone be able to direct help to his or her location. Once activated,

each of the MAYDAY devices under testing in Puget Sound automatically

transmits a signal to a 3-l-l dispatch center, where an electronic map pinpoints

the signal location-usually within 30 feet, Precise location of the traveler in

trouble enables rapid emergency response.

For more information:

Morgan Balogh, ITS Engineer

Washington State Department of Transportation

Phone: 206/543-0078 l Fax: 206/685-0767

46
47

Technology Speeds 28

to the Rescue

Fielding an average five million emergency calls each year overwhelmed

Chicago’s outdated manual 9-l-l system. Taking its place is a new, state-of- theart facility integrating the most advanced technology.

Mapping the city for better communications and response

To make the transition to a hightech 9-l-l system, Chicago created an extensive

database and electronic map of the city. The database catalogues detailed

information on Chicago’s citizens, recording medical conditions, disabilities,

and language preferences.

A giant electronic map at Chicago’s 9-l-l headquarters-including over 20,000

street segments, some 20,000 alleys, the locations of fire hydrants, and

footprints of almost one million buildings-will track, in real time, the exact

location of fire and rescue vehicles. The map can show the entire city or zoom

in for a close-up 16-block view. Since police officers often leave their cars in

response to a call, the map represents their vehicles at their last dispatched

locations. Over time, as portable locator technologies become more costeffective, the map will track not only the where-abouts of police vehicles, but

also those of officers themselves.

Technology serves the public well

The new, fiber-optic 9-l-l communications system boasts a vastly greater

capacity for simultaneous calls-speeding the response of emergency vehicles.

The new system also provides automatic phone-number-and-address

identification of each call, thereby improving emergency vehicle assignment

and routing.

As 9-l-l calls are received by the center, a computer automatically routes them

to fire or police dispatchers and identifies the available vehicle closest to each

scene. Dispatchers can approve or override the computer’s instant routing

decision.

On the scene, Chicago police are testing other technological tools. One tested

device is a hand-held minicomputer that scans and reads magnetic- strip

driver’s licenses, allowing a police officer to turn his or her full attention to a

suspect while-within seconds-local, state, and national crime databases are

accessed and the suspect’s license evaluated against the crime data.

For more information:

Gregory B. Bishop, 9 -l -l First Deputy Project Coordinator

Fire Department

City of Chicago, Illinois

Phone: 312/746-9 116 l Fax: 3 12/746-9120
Comprehensive

Success Stories
Going for the Cold 29

The Atlanta region has experienced phenomenal growth in the past 20 years. In

the summer of 1996, the city of Atlanta-the region’s economic engine and one

of the nation’s most progressive cities-will capture world attention as host of

the Olympic Games. Thousands will flock to the area for what is expected to be

the largest peacetime event in history. With efficient transportation systems,

Atlanta will be ready for them.

Mapping for mobility

At the heart of Atlanta’s advanced transportation technology are geographic

information systems (GIS)-very sophisticated, high-tech maps. These electronic

maps will reflect up-to-the minute information on regional roadway conditions

and traffic patterns, gathered, in part, by Metropolitan Atlanta Rapid Transit

Authority buses equipped with advanced vehicle locator systems. (The locators

transit, via satellite, the buses’ exact locations at any given moment; by tracing

the positions of late-running buses, the GlS map can pinpoint congested areas.)

“Smart” cameras on the ground will also monitor traffic volume and flow.

Other transportation management tools will include a network of computerized

signal controls, ramp meters, and variable message signs. Visitors to the

Olympic Games will benefit directly from Atlanta’s new transportation

technologies. With events spread out over a wide geographic area, travelers

will need clear information to move from one event location to the next. To

meet their needs, Atlanta will make advanced, up-to-the minute information

on driving conditions and mass transit options accessible from kiosks,

cellular phones, notebook computers, and local cable television.

50
Cooperation improves quality of life

Designed with an open architecture, Atlanta’s transportation management

system readily accommodates changing technology and integrates easily with

other systems across the region and the state, thanks to the city’s strong

cooperation with surrounding counties and the Georgia Department of

Transportation.

But the system’s benefits transcend transportation. With real-time knowledge

of traffic conditions, Atlanta’s GIS map can plot the fastest route to an

emergency scene for fast fire or police response. improving traffic flow and

reducing stop-and-go congestion also benefit the area and the planet. According

to Atlanta’s estimates, a centralized traffic approach could reduce polluting

vehicle emissions by 15 to 20 percent and fuel consumption by over 16 percent

For more information:

G. Randy Bundy, Traffic Signal Engineer III

Bureau of Traffic

City of Atlanta, Georgia

Phone: 404/330-6255 . Fax: 404/658-7085

51
Taking Solutions to the Streets 30

Texas has a reputation for “big”: big state, big sky, big wide-open spaces. In

recent years, however, even Texas has begun to face limitations on space and

resources. As one of the nation’s major travel corridors, the thriving city of

Houston and surrounding Harris County have recognized and accepted the fact

that cost and environmental concerns now restrict physical improvements to

existing transportation infrastructure. Every day 100,000 people travel to the

Texas Medical Center, and thousands more visit the Astrodome to watch the

Houston Oilers or enjoy other special events. To meet congestion and pollution

challenges, the city of Houston, Harris County, the area’s Metropolitan Transit

Authority, and the Texas Department of Transportation have joined forces to

establish the Houston Intelligent Transportation System.

Technology stretches dwindling resources

Technology will play a key role in the area’s advanced transportation

management system, providing real-time information about actual travel

conditions. A network of fiber-optic lines will link computerized traffic signals,

roadway sensors, video cameras, changeable message signs, and incident

detection systems. The information gathered will help commuters make

intelligent transportation choices.

Along major highways, high-occupancy vehicle (HOV) lanes are under

construction. Buses, carpools, and vanpools will be granted access to these less

congested-and faster-traffic lanes, Using an automatic vehicle identification

system and closed-circuit television, the traffic control center will monitor

access to the lanes and manage remote-controlled barrier gates, changeable

messages, and signals. More than 1,300 traffic signals along bus-route streets

will be computerized to communicate with one another; eventually, that

number will grow to an estimated 2,800. Buses will be able to preempt these

“their schedule Emergency vehicles will also enjoy priority smart” traffic

signals in order to maintain signal privileges.

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Changing behavior with information

One major prong of Houston’s intelligent transportation effort will encourage

commuters to use mass transit instead of the costly one-person-one-car

approach so ingrained in American culture. Yet for high-occupancy modes to

be attractive to passengers, travel information must be clear and up-to-date, and

choices convenient, quick, and easy on the wallet. Houston's advanced

transportation management system will offer information on bus schedules,

routes, costs, and real-time status via kiosk, personal computer, and touch-tone

phone. In areas that are not well served by bus routes, a rideshare matching

service will encourage carpooling by taking the logistical hassle out of the

process. These and other technological advances in the Houston area will benefit community, business, and environment for years to come.

For more information:

Douglas Wiersig, Executive Director

Greater Houston Transportation and Emergency Management Center

Phone: 713/658-4314 l Fax: 713/658-4382

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31 On the Fast-Trac to

 Economic HeaIth

In Oakland County, residential population and local business activity sky

rocketed about one decade ago. Hand-in-hand with the good news came the

bad: traffic congestion and roadway deterioration. Addressing those problems

carried an estimated pricetag of almost $1 billion. With over 2,500 miles of

major county roadways and state highways in the northern suburbs of

metropolitan. Detroit under its jurisdiction, Oakland County decided that the

“old” way of solving transportation problems was no longer feasible.

Necessity is the mother of invention

What emerged from Oakland County’s hard thinking was a more innovative

approach: the Faster and Safer Travel through Traffic Routing and Advanced

Controls (Fast-Trac) system. Today, with over $70 million committed, it is the

largest operational test of intelligent transportation systems in the world. The

program integrates advanced traffic management with advanced traveler

information systems.

At the core of traffic management is the Sydney Coordinated Adaptive Traffic

System (SCATS), which operates traffic signals in real time and adjusts them

automatically to reflect changes in traffic flow, incidents, and accidents. Video

sensors enhance the data-gathering capabilities of the computer-based traffic

signal-control system. (Oakland County chose video sensors over more

conventional inductive loops for several reasons. For starters, the video devices

can be installed on any surface and important for Michigan in any kind of

weather. Also, one video camera can survey several traffic lanes at a time.

Loop detectors, on the other hand, must be installed within roadways-tearing up

pavement and restricting work to mild weather-and only one to a lane.)

At the traffic operations center, monitors display the overall traffic “picture,”

including signal operations, information from video detectors, and congestion

levels. Maintaining its own database of information, the system eliminates the

need for traditional traffic-count studies and makes data instantly available for

economic forecasts and other planning.

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Impressive “in-roads” in mobility and safety 

Fast-Trac has been successful on several fronts. At the World Cup soccer

matches held in Detroit’s Silverdome-and since then, at other major concerts

and special events-tests showed that the traffic management system eased

traffic flow and reduced the need for police to manually direct traffic.

Overall, the program is responsible for a 19 percent increase in rush-hour travel

speed and a significant decrease in accidents. Studies suggest that Fast-Trac

could potentially reduce the average number of vehicle stops by one-third,

decreasing the incidence of rear-end collisions and slashing carbon monoxide

emissions to the environment by 12 percent. Already, instituting a “leading”

left-turn signal at intersections has reduced the number and severity of lefthand and head-on accidents; eventually, pedestrian priority signals at school

crossings will minimize risks to children’s safety.

By making optimal use of its existing roadways, Oakland County is taking

the fast track to a healthier community. The jurisdiction is saving

money, attracting residents and businesses, and preserving its woodlands

and lakes for future generations to enjoy.

For more information:

James C. Barbaresso, Program Director, Fast-Trac

ITS Program

Road Commission for Oakland County

Phone: 810/645-2000 l Fax: 810/645-1349

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